•  * 


ESTILLVILLE  CONVENTIDN. 


Monday,  September  12,  1381. 
The  Convention  met  pursuant  to  adjournment, 
sent. 


Pike  County,  Ky. 


Floyd  County,  Ky. 
Washington  County, 

Lee  County,  Va. 

<(  C(  (C 

Russell  County,  Va. 
Scott  County,  Va. 


Gen.  Alex.  Lackey, 
Wm.  Hain)i  y, 
John  Hjr^iss. 
Htnry  C.  Hairiss, 
Va.    Edward  Campbell, 
"     Pttcr  Mayo. 

Col.  John  D.  Sharp. 
Johri  Dickenson, 
ta!e  Carter, 


Members  pre- 
President. 


Fen. 


Washington  County, 
It  ((  (I 

Carter  County,  Tenn. 
((        II  <( 

Sullivan  County,  Tenn 


Hawkins  County,  Tenn. 

Buncombe  County,  N.  C. 
(I  {(  i( 

Burke  County,  N.  C. 


Col.  Andrew  M'Henry, 
Christopher  Haynts, 
James  Albert, 
Elijah  Etnbree, 
Doct.  Sam!.  Cunningham. 
Kobt.  R<  tve, 
John  O'Biien. 
John  S.  Gaines, 
Saml.  Rhea. 
Col.  George  Hale, 
Saml.  Hunter. 
George  W.  Tucker, 
Col.  Saml.  P.  Carson, 
Col.  Isaac  T.  Avery, 
On  motion  of  Col.  J.  D.  Sharp, 

Saml.  Rhea  was  appointed  Secretary,  in  the  place  of  Robt. 
J.  M 'Kinney,  the  former  Secretary,  who  was  absent. 
On  motion  of  Col.  J.  D.  Sharp, 

Christopher  Haynes  was  appointed  assistant  Secretary. 
On  motion  of  Col.  J.  D.  Sharp, 
The  following  resolution  was  unanimously  adopted, 
Resolved,  That  Col.  Stephen  H.  Long,'  Lieut.  Dancy  and 
Van  Wyck,  United  States'  Engineers,  and  Maj.  Peter  C.  John- 
ston, be  invited  to  take  seats  in  this  convention,  and  that  a 
^  committee  of  three  be  appointed  to  perform  that  duty,  where- 
OiQ  upon,  Messrs.  Sharp,  Hale  and  Reeve,  were  appointed  that 
A  committee. 

jjp  Said  committee  reported,  that  they  had  performed  the  duty 
^fs  assigned  them,  and  the  gentlemen  thus  invited,  with  the  excep- 


3 


tion  of  Maj.  Johnston,  took  their  seats. 
On  motion  of  Mr.  Peter  Mayo, 

A  committee  of  two,  was  appointed  to  invite  the  Hon.  Ben^ 
jamin  Estill  of  Abingdon  Virginia,  to  accept  of  a  seat  in  thi» 
convention,  in  place  of  Mr.  Charles  C.  Johnston,  who  did  not  at- 
tend ;  whereupon  Messrs.  Mayo  and  Campbell,  were  appointed 
that  conwnittee. 

Mr.  Mayo,  from  said  committee,  reported  that  they  had  per- 
formed the  duty  assigned  them,  and  Judge  Estill  took  his  seat 
accordingly. 

Messrs.  Johnston  and  Reeve,  Commissioners  appointed  at  a 
a  former  meeting  of  this  convention,  to  superintend  the  suivey 
of  the  contemplated  Road,  made  their  report,  together  with  the 
report  of  Col.  Long,  the  United  States'  Engineer,  which  were 
received  and  read,  and 

On  motion  of  Mr.  Reeve,  was  referred  to  a  committee,  where- 
upon, Messrs.  Reeve,  Sharp,  Carson,  Embree,  Avery,  Harris, 
Mayo,  Campbell,  Estill  and  Cunningham,  were  appointed  that 
committee. 

On  motion  of  Col.  J.  D.  Sharp, 

A  plat  of  survey  made  by  T.  G.  Martin,  surveyor  of  Scott 
County  Virginia,  from  Estillville,  down  Troublesome,  to  Flat 
Lick,  together  with  the  former  proceedings  of  this  convention^ 
was  referred  to  the  above  committee. 

On  motion  of  Mr.  E.  Campbell, 

A  plat  of  survey  made  by  John  Berry,  was  also  referred. 
On  motion  of  Mr.  H.  C.  Harris, 

The  convention  adjourned  until  to-morrow  morning  9  o'clock, 

Tuesday,  September  13,  183 L 
The  Convention  met  pursuant  to  adjournment. 
On  calling  the  roll,  the  members  present  on  yesterday,  answer- 
ed to  their  names. 

The  minutes  of  yesterday's  proceedings  were  read. 
On  motion  of  Col.  S.  P.  Carson, 

The  committee  to  whom  the  report  of  the  Commissioners  6lc, 
was  referred,  was  discharged  from  the  further  consideration  of 
the  subjects  referred  to  them. 

George  W.  Hopkins,  Esq,  a  delegate  from  Russell  County, 
Virginia,  appeared  and  took  his  seat. 

On  motion  of  Col.  J.  D.  Sharp, 

It  was  Resolved,  That  the  convention  go  into  committee  of 
the  whole,  for  the  purpose  of  taking  into  consideration  the  re- 
ports of  the  Commissioners  and  Col.  Long,  the  U.  S.  Engineer, 
the  pioceedings  of  the  Convention  at  its  former  meeting,  the 
plats  of  survey  of  the  surveyor  of  Scott  County  Virginia,  and 
of  Mr.  Berry— whereupon  Peter  Mayo,  Esq.  was  called  to  the 
chair. 

After  some  time  spent  in  committee  of  the  whole.    The  Pre-  • 
Bident  resumed  the  chair,  and  Mr.  P.  Mayo,  the  chairman 
thereof,  reported  the  following  resolutions  to  the  Convention,  to 
wit: 

Ist  Resolved,  That  this  convention  concur  in  the  views  taken  , 


3 


in  the  report  of  Col.  Long  the  U.  S.  Engineer,  and  the  Commis- 
sioners appointed  on  behalf  of  the  States  at  a  previous  conven- 
tion. 

2nd.  Resolved,  That  a  select  committee  of  five  persons  be 
appointed  to  draft  a  memorial  to  the  Congress  of  the  United 
States,  requesting  them  to  construct  a  road  on  the  plan  embra- 
ced in  said  report,  reserving  the  privilege  to  the  States  of  erect- 
ing toll  gates,  and  collecting  such  tolls,  as  will  be  necessary  to 
keep  said  road  in  repair,  and  no  other. 

3rd.  Resolved,  That  Col.  Long  be  requested  to  commence  the 
immediate  survey  and  location  of  the  contemplated  road. 

4th.  Resolved,  That  one  or  more  Commissioners  be  appointed 
on  the  part  of  each  State  interested  in  the  survey,  and  that  they 
be  instructed  to  attend  the  Engineers  through  their  respective 
States,  and  aid  them  in  the  location  ©f  the  road. 

5th.  Resolved,  That  the  United  States  Engineer  be  requested, 
after  examining  the  route  between  its  Southern  point  near  Lyn- 
ville  mountain  in  North  Carolina  to  the  mouth  of  Shelby  Creek 
or  Pikeville  in  Kentucky,  to  make  a  survey  if  found  practica- 
ble, of  a  continuation  of  the  route  from  some  point,  the  most 
expedient,  between  the  mouth  of  Shelby  Creek,  and  Cumber- 
land Mountain,  to  Portland,  Ky.  on  the  Ohio  River.  Which  re- 
solutions having  been  read  and  considered,  were  adopted,  Saml. 
P.  Carson  having  voted  in  the  negative. 

Messrs.  Avery,  Campbell,  Mayo,  Sharp  and  Reeve  were  ap- 
pointed the  committee  under  the  second  resolution. 

On  motion  of  Col.  ,T.  D.  Sharp, 

The  convention  adjourned  until  to-morrow  morning  at  8 
o'clock. 

Wednesday,  Sept,  14,  1831. 
The  convention  met  pursuant  to  adjournment. 
The  minutes  of  yesterday's  proceedings  were  read. 
On  motion  of  Mr.  H.  C.  Harris, 

Resolved,  That  the  improvement  of  the  Sandy  River,  so  as 
to  render  it  navigable  for  Steam  Boats,  is  a  subject  of  deep  in- 
terest, in  furtherance  of  the  object  of  completing  a  great  thorough- 
fare from  the  North  part  of  this  Union,  to  the  South  Atlantic 
States,  and,  in  the  opinion  of  this  convention,  forms  a  signifi- 
cant portion  of  the  same;  that  the  river  should  be  taken  into 
consideration  as  a  part  of  the  grand  scheme,  contemplated  by 
this  convention,  and  that  it  should  be  taken  into  consideration 
in  the  application  to  the  General  Government  for  an  appropria- 
tion to  complete  the  road  and  improve  the  river. 

On  motion  of  Col.  J.  D.  Sharp, 

The  above  resolution  was  referred  to  the  select  committee, 
appointed  to  draft  a  memorial  to  the  Congress  of  the  United 
States. 

On  motion  of  Col.  S.  P.  Carson, 

The  vote  on  the  resolution.  No.  4,  yesterday  adopted,  was 
re-considered,  and  an  amendment  to  the  said  resolution,  was 
then  oflfered  by  Col.  Carson,  and  on  motion  of  Col.  Sharp,  the 


4 


said  resolution  and  the  proposed  amendment,  were  laid  upon  the 
table. 

Col.  Sharp  offered  a  resolution  providing  for  obtaining  a  re- 
linquishment of  way  for  the  location  of  the  road  and  materials 
for  its  construction,  which  on  his  motion  was  laid  on  the  table. 

On  motion  of  Mr.  H.  C.  Harris, 

The  said  resolution  was  taken  up  and  referred  to  a  committee 
consisting  of  Mr.  Campbell  of  Washington  County  Virginia, 
Mr.  Hunter  from  Bumcombe  County  N.  C.,  Mr.  O'Brien  from 
Carter  Cjunty  Tenn.,  and  Mr.  Hanis  from  Floyd  County  Ken., 
and  on  motion  of  Col.  Avery,  Resolution  No.  4,  l.iid  on  the 
table,  on  motion  of  Col.  Sharp,  with  the  amendment  offered  there- 
to, was  taken  up  and  referred  to  the  same  committee. 

On  motion  of  Mr.  E.  Campbell, 

1st.  Resolved,  That  one  hundred  copies  of  the  report  made  by 
Col.  Long,  of  the  United  States  Corps  of  Topographical  Engi- 
neers, and  the  Commissioners  appointed  by  the  Convention  at 
its  previous  meeting,  together  with  the  proceedings  of  this  con- 
vention, be  published  in  pamphlet  form,  so  soon  as  funds  are 
provided  to  defray  the  expenses  thereof.  That  a  copy  thereof 
be  furnished  each  member  of  this  convention,  and  that  the  resi- 
due remain  subject  to  the  disposal  of  the  standing  committee. 

2nd.  Resolved,  That  the  Editors  of  papers  published  in  Abing- 
don, Lynchburg  and  Richmond  Virginia,  in  Jonesborough, 
Rogersville  and  Knoxville,  Tenn.  in  Frankfort,  Louisville  and 
Lexington  Ken.,  and  in  Rutherford  and  Charlotte  N.  C,  be 
requested  to  publish  the  report  and  proceedirgs  in  their  respec- 
tive papers,  or  so  much  thereof,  as  in  their  opinion,  will  be 
best  calculated  ti  farther  the  objects  of  this  convention. 

Rssolced,  That  the  members  of  this  convention,  be  requested 
to  endeavor  to  procure  contributions  in  their  respective  counties, 
to  defray  the  expense,  and  that  they  each  advise  Maj.  Johnston 
of  the  same,  on  or  before  the  15th  of  October  next. 

On  motion  of  Col.  J.  D.  Sharp, 

Resolved,  That  the  thanks  of  this  convention,  be  presented 
to  Lieut.  Col.  Long  of  the  U.  S.  Corps  of  Topographical  Engi- 
neers, and  the  other  members  of  the  corps  associated  with  him, 
and  the  Commissioners  appointed  by  the  convention  to  accom- 
pany him,  for  the  alacrity  and  fidelity,  with  which  they  have 
performed  the  arduous  duties  assigned  them  by  this  convention, 
and  the  courteous,  prompt,  and  able  manner  in  which  they  have 
attended  the  meetings  of  this  conve'ition,  and  afforded  the  in- 
formation in  their  possession  relative  to  the  subjects  under  con- 
sideration. 

On  motion  of  Col.  Sharp, 

Resolved,  That  a  copy  of  the  papers,  directed  to  be  publish- 
ed by  order  of  this  convention,  be  forwarded  by  the  Secretary, 
to  Lieut.  Col.  Long,  and  a  copy  to  each  of  the  Commissioners 
heretofore  appointed  bv  this  convention. 

Mr.  E.  Campbell,  Chairman  of  the  committee  to  whom'  was 
referred  the  subject  of  procuring  the  relinquishment  of  the  right 
of  way  for  the  location  of  the  road,  &/C.  and  also,  the  resolu- 


5 


tion,  No.  4,  with  the  amendment  thereto,  reported  the  follow- 
ing resolutions  which  were  adopted,  to  wit; 

1st.  Resolved,  That  one  or  more  Commissioners  be  appointed 
from  each  State  by  this  convention,  whose  duty  it  shall  be  to 
attend  the  survey  and  location  of  the  road  in  their  respective 
States,  with  Col.  Long  the  U.  S.  Engineer,  and  in  case  of  a 
vacancy  accruing  from  any  cause,  or  a  wish  from  any  State  to 
increase  the  number  in  their  respective  States,  that  the  dele- 
gates from  each  State,  have  the  power  to  supply  such  vacancy 
or  to  increase  their  number  as  they  may  think  best,  and  that  in 
advising  the  location  of  said  road,  regard  shall  be  had  by  said 
Commissioner  or  Commissioners,  to  shortness  of  route,  econo- 
my of  construction,  and  economy  of  transportation,  as  govern- 
ing principles  for  their  advice. 

2nd.  Resolved,  That  three  Commissioners  be  appointed  in 
each  county,  through  which  the  road  is  to  pass;  whose  duty  it 
shall  be  to  pio  ture  the  voluntary  conveyances  of  a  right  of  way 
from  the  owners  of  land,  on  which  the  road  may  be  located  to- 
gether with  the  materials  for  constructing  the  road,  by  having 
the  same  conveyt*d  to  a  Trustee,  appointed  for  that  purpose, 
according  to  the  forms  of  each  state  respectively- 

The  following  persons  were  appointed  trustees  and  Commis- 
sioners under  the  '2nd.  resolution. 

BURKE  COUNTY  N.  C. 

Col  Saml.  Hilman,  Trustee,  and  Messrs.  Col.  D.  Baker,  Wm. 
Brown,  E>q.  and  Mr.  David  Chandler,  Commissioners. 
BUNCOMBE  COUNi'Y  N.  C. 

E.  H.  M'Clure,  E,q.  Trustee,  and  Messrs.  W^m.  J.Lewis,  Esq. 
Mr.  Saml.  Hunter  and  Mr.  S.  D.  Pore,  Commissioners. 
CARTER  COUxXTY  TENN. 

Alfred  W.  Taylor,  Esq.  Trustee,  and  Messrs.  Col.  Jas.  J.  Tip- 
ton, Mr.  Caleb  Smith  and  Mr.  Wm.  Baker,  Commissioners. 
S JLLIVAN  COUNTY  TENN 

Saml.  Rhea,  Trustee,  and  Messrs.  David  Shaver  Sen.  Na- 
than Richardson  and  Francis  Vincent,  Commissioners. 
WASHINGTON  COUNTY  TENN. 

Jno.  G.  Eason  Esq.,  Trustee,  and  Messrs.  E.  Embree,  John 
Ryland  and  Jno.  Green,  Commissioners. 

SCOTT  COUNTY  VA. 

Jno.  S.  Martin  Esq.,  Trustee,  and  Messrs.  T.  G.  Martin, 
George  M'Connel  and  Jas.  Albert,  Conmiissioners. 

RUSSELL  COUNTY  VA. 

James  P.  Carrell  Esq.  Trustee,  and  Messrs.  Robert  Dickin- 
son, George  Gose  and  John  Biekley  Commissioners. 

PIKE  COUNTY  KEN. 

Gen.  Wm.  Ratliff,  Trustee,  and  Messrs.  Wm.  Raimey, 
Thomas  May  and  John  Bevins.  Commissioners. 

FLOYD  COUNTY,  KEN. 

Jacob  Mayo  Esq.  Trustee,  and  Messrs.  Thomas  W.  Gra- 
ham, James  Hayden  and  James  G.  Hatcher,  Commissioners. 

On  motion  of  Mr.  H.  C.  Harris, 

It  was  Resolved,  That  the  counties  of  Lawrence,  Greenup 


6 


and  Lewis  in  the  State  of  Kentucky,  are  hereby  requested  to 
hold  meetings  in  their  respective  counties  for  the  purpose  of 
appointing  three  Commissioners  and  one  Trustee,  in  each 
county,  to  procure  the  relinquishment  of  the  right  of  way  and 
materials  for  making  the  road,  pursuant  to  a  former  resolution 
adopted  by  this  convention. 

On  motion  of  Col.  S.  P.  Carson, 

Resolved,  That  the  Secretary  be  directed  to  transmit  a  copy 
of  the  resolutions  providing  for  the  appointment  of  Commission- 
ers and  Trustees,  to  obtain  a  relinquishment  of  land  &lc.,  to- 
gether with  the  names  of  those  appointed,  to  the  delegates  of 
the  respective  counties  of  each  state. 

The  following  named  peresons  were  appointed  Commission- 
ers, to  attend  Col.  Long,  in  the  respective  states. 
•\T  tu  n     T      ?  Mr.  Saml.  Hunter,  Buncombe  county. 
Norlh  Carolina.  ^       ^^^.^^  Chandler,  Burke  " 

J  Mr.  Robt.  Reeve,  Carter  county. 
Tennessee.    >  Mr.  Thos.  Hamilton,  Sullivan 

)  Mr.  E.  Embree,  Washington  ** 
jr-  -  I  Mr.  T.  G.  Martin,  Scott  county, 
Virginia.   ^        j^^^  Bickley,  Russell 

^  Mr.  James  P.  Harris,  Floyd  county. 
Kentucky.   >  Mr.  John  Hatcher  Sen.   "  " 
)  Mr.  Wm.  Raimey.  Pike 
Col.  J.  T.  Avery,  chairman  of  the  committee  to  whom  was 
referred  the  duty  of- drafting  a  memorial  to  Congress,  asking 
aid  for  the  completion  of  the  road  under  consideration,  reported 
a  memorial  and  letter  to  the  President  of  the  United  States. 
On  motion  of  Mr.  R.  Reeve, 

Resolved,  That  the  standing  corresponding  committee  be  di- 
rected, as  soon  as  they  are  informed  of  the  result  of  the  applica- 
tion of  this  convention  to  Congress,  to  call  a  meeting  of  the 
convention,  to  meet  at  Estillville. 

Resolved,  That  each  of  the  following  named  persons,  to  wit : 
Col.  J.  T.  Avery,  of  North  Carolina,  John  G.  Eason  of  Ten- 
nessee, Christopher  Haynes  of  Virginia  and  H.  B.  Mayo  Esq. 
of  Kentucky,  be  appointed  treasurers  for  their  respective  states. 

On  motion  of  Col.  S.  P.  Carson, 

The  following  resolutions  were  unanimously  adopted. 

1st.  Resolved,  That  the  thanks  of  this  convention  be  pre- 
sented to  Gen.  Alexander  Lackey,  for  the  promptitude,  ability 
and  impartiality  with  which  he  has  discharged  the  duties  of  the 
chair. 

2nd.  Resolved,  That  the  thanks  of  this  convention  be  also, 
presented  to  the  acting  Secretaries  thereof  for  the  important 
services  rendered  by  them,  and  for  their  courtesy  and  politeness 
as  manifested  in  their  acceptance  and  prompt  discharge  of  the 
duties  thus  devolved  upon  them. 

On  motion  of  Col.  J.  D.  Sharp, 

Resolved,  That  the  thanks  of  this  Convention  be  given  to 
Lewis  B.  Dulaney,  for  the  fidelity  with  which  he  has  perform- 
ed the  duty  of  Seigeant  at  arms  for  this  convention. 


If 


On  motion  of  Col.  J.  D.  Sharp, 

Resolved,  That  the  letter  addressed  to  the  President  of  the 
United  States,  the  memorial  to  the  Congress  of  the  United 
States,  and  the  proceedings  of  this  convention,  be  signed  by  the 
President  and  countersigned  by  the  acting  Secretaries  thereof. 

On  motion  of  Col.  S.  P.  Carson, 

Resolved,  That  this  convention  adjourn  until  they  be  request- 
ed by  the  standing  corresponding  committee,  to  meet  again. 

ALEXANDER  LACKEY,  PresidenL 


Christopher  Haynes, 
Samuel  Rhea, 


Acting  Secretaries. 


i 


ESTILLVILLE,  Sept.  I2th.  1831. 

The  undersigned,  two  of  the  Commissioners  appointed  by 
this  Convention,  at  its  former  session,  to  survey  and  locate  a 
road  from  Pikeville,  or  the  mouth  of  Shelby  creek,  in  the  State 
of  Kentucky,  passing  through  Big  Moccasin  Gap,  to  the  North 
Carolina  line,  beg  leave  to  report : 

That  on  their  arrival  at  Pikeville,  on  the  1st.  day  of  August, 
they  were  ipet  by  Lieut.  CoK  Long,  of  the  United  States  To- 
pographical Engineers,  who,  with  Lients.  Dancey  and  Berrien, 
and  Mr.  Van  VVyck,  his  assistants,  had  been  directed  by  the  Pre- 
sident of  the  United  States,  to  make  the  survey  of  the  contem- 
plated road,  in  conformity  with  the  memorial  of  the  Convention. 
The  duty  assigned  to  your  Commissioners  was  forthwith  entered 
on  ;  and  they  refer  to  the  report  of  Lieut.  Col.  Long,  transmitted 
herewith,  as  the  result  of  such  an  examination  as  the  very  limit- 
ed time  given  them  would  allow  to  be  made. 

Which  is  respectfully  submitted, 
ROBERT  REEVE,  Commissioner, 

from  Tennessee, 
PETER  C,  JOHNSTON,  Commissioner, 

from  Virginia* 


«1 


TO  R.  J.  ]»I*KINNEY,  ESQ. 

Secretary  of  the  Estilhille  Convention* 

SIR, — Pursuant  to  an  order  from  the  U.  S.  Topographical  Bureau, 
dated  July  16th,  1831,  issued  in  conformity  to  instructions  from  the 
President  of  the  United  States,  and  requiring  my  co-operation  with 
the  Commissioners  appointed  by  the  Convention  at  Estilhille,  to  super- 
intend the  survey  of  a  route  for  a  road  leading  across  the  efitire  range  of 
the  Alleghany  Mountains  within  the  States  of  Kentucky,  Virginia, 
Tennessee,  and  North  Carolina,  I  repaired  to  Pikeville,  Kentucky, 
on  the  30th  of  the  samje  month,  and  had  the  pleasure  of  meeting  the 
Commissioners  from  Virginia  and  Tennessee  on  the  1st  of  August,  and 
of  Kentucky  on  the  day  following  at  that  place. 

The  comn^sioners  were  apprised  of  my  being  in  readiness  to  en- 
gage in  the  contemplated  service  and  of  my  having  been  furnished 
with  three  assistants,  viz.  Lieuts.  Berrien  and  Dancy,  and  Mr.  Vao 
Wyk  assistant  civil  Engineer,  to  aid  in  this  service. 

Arrangements  were  accordingly  made  for  the  immediate  prosecution 
of  the  duties  before  us,  in  a  manner  deemed  by  the  Commissioners 
and  myself,  most  conducive  to  the  attainment  of  the  object  contempla- 
ted by  the  Convention  which  were  regarded  as  centering  in  the  es- 
tablishment or  construction  of  a  road  to  serve  as  a  thoroughfare  lead- 
ing from  North  to  South  across  the  Alleghany  Mountains,  and  af- 
fording the  means  of  intercommunication  between  the  fertile  regions 
of  the  North,  and  the  commercial  depots  of  the  South. 

The  views  mutually  entertained  in  reference  to  the  principles  and 
manner  of  construction  for  the  road,  were  briefly  as  follows,  viz  : 

The  undalations  or  vertical  curvatures  of  the  road,  should  in  no  case 
exceed  an  inclination  or  declivity  of  four  degrees,  or  368  feet  in  a  mile, 
that  being  the  greatest  inclination,  at  which  a  horse  can  ascend  with 
an  appropriate  load,  and  at  which  loaded  carriages,  stages,  &c.  &.c. 
can  be  made  to  descend  in  safety,  without  locking  the  wheels.  As  an 
exception  to  this  rule,  however,  it  was  agreed  to  admit  of  an  inclina- 
tion of  five  degrees,  for  very  short  distances,  in  cases  where  considera- 
ble saving,  either  in  distance,  or  in  the  cost  of  construction,  could  be 
effected  by  it.  In  the  vallies,  and  at  the  crossings  of  considerable 
streams,  the  road  should  be  located  at  such  an  elevation,  as  would  place 
it  beyond  the  reach  of  the  highest  freshet  ever  known.  All  such 
streams  should  be  crossed  by  bridges,  either  of  wood  or  stone,  as  might 
prove  most  economical  in  their  construction.  The  width  of  the  road 
surface,  should  be  twenty-one  feet ;  and  that  for  drains  on  each  side  of 
the  road,  four  and  a  half  feet,  making  the  aggregate  width  of  the  road 
thirty  feet,  to  which  should  be  added  for  summer  roads,  waste-way, 
clearance  of  fences,  dz-c.  at  least  twelve  feet  more  on  each  side  of  the 
road,  making  the  entire  width  of  the  road-way,  54  feet.    A  pave- 


menl  twenty-one  feet  wide,  was  contemplated  on  all  parts  of  the  road, 
constructed  in  a  manner  corresponding  to-the  materials  most  convenient 
for  use;  and  embracing  three  varieties,  viz:  a  macadamised  pavement, 
consisting  of  broken  stone,  reduced  to  fragments,  weighing  no  more 
than  four  ounces  each,  in  places  where  limestone  or  granite  could  be 
conveniently  procured:  a  pavement  formed  of  stone,  broken  to  such  a 
size,  that  each  fragment  might  be  made  to  pass  through  a  ring,  three  in- 
ches in  diameter,  in  situations  where  the  rocks  to  be  used,  are  either 
sandstone,  gneiss,  quartz  or  amphibolic  rocks:  and  a  pavement  of  gra- 
vel, when  this  material  existed  in  sufficient  quantities  and  of  suitable 
quality  for  the  purpose.  With  respect  to  horizontal  curvatures,  no 
other  limitations  were  deemed  necessary,  except  that  the  curve  should 
be  of  such  a  radius,  as  would  admit  of  its  being  readily  traversed  by  a 
wagon  and  four  horses,  or  corresponding  to  a  radius  of  about  50  feet. 

These  preliminaries  having  been  agreed  to,  the  following  arrangements 
were  made  in  reference  to  the  survey,  viz.  The  Commissioner  for  Ken- 
tucky, accompanied  by  Lieut.  Berrien,  was  to  engage  in  the  survey  of 
Sandy  river,  from  Pikeville  to  its  mouth,  as  also  in  the  examination  of 
a  route  for  a  road  diverging  from  the  valley  of  that  stream  near  Pres- 
tonsburg,  and  leading  thence  in  a  direction  for  Portsmouth,  at  the  con- 
fluence of  the  Ohio  and  Sciota  rivers,  and  southerly  termination  of  the 
Ohio  Canal.  The  instructions  given  in  reference  to  this  part  of  the 
service,  are  exhibited  in  document,  marked  (A)  at  the  close  of  this  paper. 

The  residue  of  the  exploring  party,  consisting  of  the  Commissioners 
for  Virginia  and  Tennessee,  Lieut.  Dancy,  Mr.  Van  Wyck  and  myself, 
were  to  engage  in  the  examination  of  various  routes,  leading  across  the 
mountains  from  Pikeville,  to  the  southerly  margin  or  base  of  the  Blue 
Ridge,  in  North  Carolina,  passing  all  the  obstructions  opposed  by  moun- 
tain ridges,  within  the  entire  distance  from  the  Ohio  river,  southwardly 
to  the  Atlantic  Ocean,  with  the  view  of  ascertaining  the  most  favora- 
ble passes,  and  other  localities,  for  the  contemplated  road. 

The  appropriate  details  of  this  examination,  together  with  the  results 
to  which  it  has  led,  will  be  exhibited  in  the  sequel  of  this  paper. 

In  addition  to  the  preliminaries  already  advanced,  I  take  this  oppor- 
tunity to  observe,  that  on  my  way,  from  the  mouth  of  Big  Sandy  to 
Pikeville,  prior  to  the  first  of  August,  I  made  such  observations  and 
inquiries,  relating  to  the  character  of  the  river,  and  the  country  through 
which  it  flows,  as  enabled  me  to  form  pretty  adequate  ideas  of  the  ex- 
tent of  obstructions  to  navigation  in  the  former,  and  of  the  aspect  and 
natural  condition  of  the  latter ;  and  upon  the  information  thus  acquired, 
the  instructions  given  to  Lieut.  Berrien,  were  based. 

General  description  of  the  country  traversed  by  the  several  routes  that 
have  been  examined. 

The  country  to  which  our  inquiries  have  been  more  particularly  di- 
rected, and  which  embraces  the  several  routes  claiming  our  attention, 
is  bounded  northwardly  by  the  Ohio  river, — southwardly  by  the  south- 
mountain,  which  is  the  last  ridge  in  that  direction  of  the  great 
Alleghany  chain, — on  the  east  by  the  great  Kanawha,  New  and  Pedee 
rivers,  and  on  the  west,  by  a  line  supposed  to  pass  southwardly  from 
Maysville,  on  the  Ohio  river,  crossing  the  Licking,  Kentucky,  Cum 


II 


berland,  Powell's,  Clinch,  Holston  and  French  Broad  rivers,  and  termi- 
nating on  the  Savannah  river,  at  the  N.  E.  corner  of  the  State  of 
Georgia.  This  extensive  tract  includes  very  respectable  portions  of  the 
following  States,  viz.  Kentucky,  Virginia,  Tennessee  and  North  Caro- 
lina. It  is  situated  between  35  and  39*=*  of  North  latitude,  but  owing 
to  the  great  elevation  of  a  large  proportion  of  its  surface,  exhibits  all 
the  varieties  of  climate  usually  to  be  met  with  between  35  and  42^ 
of  latitude.  Its  length  from  North  to  South,  is  about  250  miles,  and 
its  breadth,  about  150  miles.  In  the  former  direction,  it  embraces 
transversely  a  portion  of  the  entire  chain  of'the  Alleghany  mountains, 
which  here  present  a  peculiarity  in  their  arrangement  nowhere  else 
to  be  met  with,  in  relation  to  which  a  few  explanatory  remarks  will 
here  be  given. 

The  peculiarity  adverted  to,  consists  in  the  division  of  the  main  chain 
into  three  subordinate  mountain  ranges,  by  the  intervention  of  the 
principal  tributaries  of  the  Tennessee  river.  These  ranges,  for  the 
sake  of  distinction,  we  shall  designate  in  the  following  manner,  viz. 
The  Northern  range,  comprehending  the  Cumberland,  Powell's  and 
Guest's  mountains,  with  their  numerous  spurs:  The  middle  range,  com- 
prehending Clinch  mountain  and  several  elevated  ridges,  such  as  Cop- 
per, Moccasin,  Chesnut,  Buffalo  and  other  considerable  ridges,  situated 
between  the  principal  branches  of  the  Tennessee  river:  and  the  south- 
ern range,  which  comprehends  the  Blue  Ridge  or  main  Alleghany 
mountain,  dividing  between  the  waters  of  the  Atlantic,  and  those  that 
fall  into  the  Ohio  river,  and  the  Iron  mountain,  which  is  a  distinct  par- 
allel ridge  of  equal  or  superior  dimensions,  and  of  which  the  Yellow, 
Unaka,  Green,  Roan,  Stone,  Buffalo,  &lc.  are  constituent  parts  or  spurs. 
The  Black,  Linville,  Grandfather,  Table,  Short-off,  and  other  noted 
mountains,  are  merely  spurs  of  the  Blue  Ridge. — To  these  may  be  add- 
ed,as  a  distinct  range,  the  South  mountain,  which  is  separated  from  the 
South  range  by  an  extensive  tract  of  rolling  country,  embracing  a  por- 
tion of  the  gold-mine  region,  15  to  20  miles  wide.and  of  indefinite  length 
from  N.  E.  to  S.  W.  This  mountain  is  of  moderate  height,  and  has 
an  extent,  longitudinally,  of  30  to  40  miles,  being  terminated  on  theN. 
E.  by  the  valley  of  the  Catawba,  beyond  which,  in  that  direction,  it 
presents  itself  merely  in  the  form  of  insulated  knobs  and  ridges. 

The  general  direction  of  these  mountain  ranges,  as  indicated  by  the 
principal  ridges  of  which  they  are  composed,  and  the  rivers  that  flow 
between  them,  is  about  S.  5<=  W.  or  N.  5®  E.  The  subordinate  spurs 
and  ridges  connected  with  them  are  disposed  in  such  a  manner  as  to 
give  the  greatest  possible  variety  to  their  directions. 

The  elevation  of  these  mountains  and  ridges  above  the  more  consid- 
erable streams  in  their  immediate  vicinity,  varies  from  six  hundred  to 
three  thousand  feet.  Their  height  above  tide  water  may  be  estimated 
at  1600  to  4000  feet,  the  Roan,  Black,  Bald,  and  probably  Powell's 
mountain,  having  an  altitude  equal  to  that  last  mentioned.  The  Grand- 
father mountain  is  said  to  be  the  most  elevated  portion  of  the  Blue 
Ridge,  though  of  a  height  somewhat  inferior  to  those  just  mentioned. 

The  Rocks  found  in  the  Northern  Range  are  principally  sandstone 
of  a  structure  and  fracture  well  adapted  to  the  formation  of  roads,  and 
other  constructions.  Limestone  occasionally  presents  itself  in  the  val- 
lies,  and  especially  on  the  Cumberland  mountain,  where  it  constitutes 


IS 


en  entire  naked  cliff  of  considerable  height  streaching  along  the  North- 
erly slope  of  the  mountain,  at  a  depression  of  200  to  300  feet  below  its 
summit.  Limestone  is  also  found  in  abundance  in  the  vallies  of  the 
streams  tributary  to  Powell's  river,  in  Wild  Cat  valley,  &c. 

Bituminous  coal,  and  its  usual  concomitants,  are  alf^o  found  in  vari- 
eus  parts  of  this  range.  The  mountains  of  this  range  gen^^rally  present 
abrupt,  and  often  precipitous  slopes,  much  indented  by  jdeep  and  nar- 
row ravines  and  watercourses.  Steep,  rocky  and  inaccessible  clifi's  fre- 
quently occur  upon  the  sides  of  the  hills  and  ridges,  in  most  places  ut- 
terly impracticable  for  a  road.  The  vallies  of  the  streams  are  general- 
ly very  narrow,  and  bounded  on  both  sides  by  hills  and  precipices  of 
the  description  above  given.  The  soil  of  the  hills  and  mountains  is  ge- 
nerally light  and  sandy,  and  that  of  the  vallies  argillaceous  and  loamy, 
and  in  places  calcareous.  Corn,  wheat,  rye,  oats,  tobacco,  hemp,  tlax, 
potatoes,  &c.  may  be  cultivated  to  great  advantage  wherever  the  sur- 
face is  sufficiently  clear  of  rocks  to  admit  of  culture. 

Cruests'  and  Powell's  mountains  exhibit  certain  traits,  which  deserve 
particular  notice  on  this  occasion.  On  proceeding  southwardly  from 
th€  crest  of  the  former,  which  in  the  language  of  the  neighboring  ses- 
tlements  is  called  Powell's  mountain,  we  enter  upon  an  extensive  tract 
of  tabular  rolling  land,  which  constitutes  the  summit  of  Guests'  moun- 
tain, and  is  elevated  about  600  feet  above  the  valley  of  Guests'  Kiver. 
On  descending  from  this  tract  we  enter  another  of  similar  aspect, 
through  which  Guests'  river  has  its  course,  and  which  bears  the  same 
relation  to  the  main  Powell's  mour»tain,  as  the  first  tract  mentioned 
bears  to  Powell's  crest,  except  that  their  difference  of  elevation  is  much 
greater.  This  second  tract,  or  bench,  extends  to  the  valley  of  Clinch 
river,  above  which  it  has  an  elevation  about  equal  to  that  of  Guests' 
mountain  above  the  valley  of  Guests^  river. 

The  middle  range  comprises  two  parallel  mountain  ridges,  called 
Clinch  and  Bay's  mountains,  the  former  distinctly  defined,  rising  from 
800  to  1500  feet  above  its  base,  and  presenting  for  its  crest  a  rtmaika- 
Me  alternation  of  knobs  and  depressions.  In  one  instance  only,  it  is 
cleft  to  its  base  by  a  water  course,  affording  a  level  and  easy  passage 
for  a  road  entirely  across  the  moimtain.  The  chasm  thus  formed  is  cal- 
led Moccasin  Gap,  through  which  a  considerable  creek  of  the  same 
name  flows.  Bay's  mountain  is  separated  from  Clinch  mountain  by 
the  valley  of  Holston  river,  at  the  junction  of  the  North  and  South 
Forks  of  which  it  has  its  easterly  termination.  These  mountains,  to- 
gether with  several  of  their  spurs,  Copper,  Moccasin,  and  other  ridges 
situated  between  the  rivers  Clinch  and  Holston,  constitute  the  mid- 
dle range.  The  ridges  alluded  to  are  rather  elevated  table  lands,  pre- 
senting a  rolling,  and,  in  some  places,  a  hilly  and  broken  aspect, — and 
rising  to  the  height  of  5  or  6  hundred  feet  above  the  rivers  just  men- 
tioned. The  sides  of  these  ridges  are  often  abrupt  and  precipitous, 
and  seldom  present  facilites  for  the  passage  of  a  road  from  the  vallies  to 
their  summits.  The  ridges  situated  southwardly  of  Clinch  mountain, 
however,  are  much  less  difficult  of  access  than  those  on  the  north. 

The  prevailing  rocks  of  this  range,  adapted  to  purposes  of  building, 
are  sandstone  upon  the  more  elevated  portions,  and  limestone  in  the 
vallies  and  inferior  ridges.  Flinty  fragments  and  gravel  abound  on  the 
tabular  ridges  situated  between  Clinch  mountain  and  Clinch  river.  The 


19 


soil  is  good,  and  generally  more  susceptible  of  cultivation  than  that  ©f 
the  northern  range*  The  products  are  the  same  as  those  before  men- 
tioned, but  more  abundant. 

The  Southern  range  exhibits  a  far  more  broken  and  diversified  aspects 
The  mountains  and  ridges,  though  not  more  abrupt  or  precipitous,  are 
generally  more  elevated  and  more  difficult  of  access  than  those  of  the 
Northern  range.  The  streams  to  which  it  gives  birth  assume  the  char- 
acter of  torrents,  rather  than  that  of  creeks  and  livers ;  being  precipita- 
ted down  the  sides  of  the  mountains,  or  hurried  through  deep  and 
frightful  chasms,  with  a  most  deafening  roar.  Fertile  valiies,  surround- 
ed by  mountains  almost  inipassable,  are  frequently  to  be  met  with, 
where  the  hardy  settler  finds  himself  quite  precluded  from  intercourse 
with  the  rest  of  the  world.  Some  of  these  coves  are,  however,  fur- 
nished with  outlets  leading  to  other  settlements,  by  which  means  they 
are  rendered  more  accessible,  and  more  grateful  as  places  of  residence. 
Of  this  description  are  the  Unaka  and  Limestone  coves,  situated  be- 
tween the  Iro.i,  Stone  anl  B  iffaloe  mountains;  also  the  North  and 
Turkey  coves,  situated  bet  wen  the  Blue  ridge  and  the  Linville  moun- 
tain. 

The  South  range,  in  its  geological  formations  also,  differs  materially 
from  both  of  the  others.  The  rocks  are  here  mostly,  if  not  altogether, 
primitive.  Gneiss,  quartz  rock,  and  mica  slate  predominate.  Talcose, 
or  saponaceous  rocks,  frequently  occur.  The  older  sandstones  and  lime- 
stones are  occasionally  to  be  met  with. 

The  soil,  even  upon  the  tops  of  the  mo  intains,  appears  remarkably 
light  and  rich  ;  supporting  a  luxuriant  growth  of  weeds  and  vines. — ^ 
The  timber  growth  is,  in  many  places,  of  the  most  stately  appearance^ 
and  the  grou  id  where  cultivated  yields,  though  late  in  their  season, 
plentiful  crops  of  Indian  corn,wheat,  rye,  oats,  tobacco,  6lc.  in  the  val- 
lies,  and  many  of  those  products,  together  with  potatoes  in  their  high-^ 
est  perfection,  upon  the  hills  and  mountains. 

The  passes  leading  through  this  range  in  particular,  are  remarkably 
devious,  all  of  them  winding  across  or  between  the  mountains,  by  cours* 
es  exceedingly  intricate  and  serpentine.  Neither  the  depressions  in  the 
mautitains,  nor  the  passes  betwen  them,  present  any  tolerable  coinci- 
dence with  the  direction  of  the  contemplated  road  ;  and  any  route  in 
order  to  be  practicable  for  this  object  must  necessarily  vary  materially 
from  that  direction. 

In  view  of  our  subject,  the  country  situated  between  the  northerly 
range  of  mountains  which  has  a'leady  been  designated,  and  the  Ohio 
river,  has  a  claim  to  our  attention,  not  inferior  to  that  of  either  of 
the  mountain  ranges  of  which  we  have  been  treating.  This  section  of 
country,  although  it  comprises  no  mountains  of  an  extent,  magnitude, 
and  elevation,  comparable  to  those  of  the  Alleghany  mountains  proper, 
nevertheless  exhibits  obstacles  in  the  way  of  the  contemplated  tho- 
roughfare quite  as  numerous  and  difllicult  to  surmount  as  those  opposed 
by  either  of  the  ranges  above  considered.  An  adequate  idea  of  the; 
natural  condition  of  the  section  may  be  obtained,  by  regarding  it  as  an 
inclined  plane,  sloping  downward  from  the  Cumberland  mountain  to 
the  Ohio  river,  and  having  a  surface  divided  into  innumerable  hills, 
knobs,  ridgt  s,  &c.  by  as  many  ravines  and  watercourses  leading  in  all 
possible  directions.    The  height  of  the  hills,  &c.  in  the  vicinity  of  tho- 


14 


mountain  may  be  estimated  at  about  800  feet,  wbile  tbose  near  the  Ohio 
rise  no  higher  than  150  to  '200  feet.  The  tract  is  watered  by  the  Big  San- 
dy river  and  its  namerous  tributaries,  the  Little  Sandy  river,  Tygart's 
creek,  and  the  head  streams  of  the  Licking  and  Kentucky  rivers,  all  of 
which  have  contributed  to  divide,  furrow  and  mutilate  the  surface  of 
the  plane. 

The  rocks  of  this  district  are  almost  entirely  sandstone,  limestone, 
and  clay  slate  ;  the  two  former  of  which  present  themselves  in  many 
places  upon  the  surface  of  the  ground,  and  in  precipices  facing  the  wa- 
ter courses.  The  soil  of  the  vallies  is  very  productive,  yielding  the 
richest  crops  of  corn,  wheat  and  rye;  that  of  the  hills,  appears  also 
■well  adapted  to  these  products,  though  as  yet  the  vallies  seem  to  have 
been  preferred  for  cultivation. 

Eligible  routes  for  roads,  leading  through  this  country,  can  only  be 
obtained  in  situations  remote  from  the  principal  streams.  The  valley 
of  the  B'g  Sandy  is  rendered  completely  unhtfor  this  purpose,  by  rea- 
son of  the  excessive  freshets  to  which  that  stream  is  annually  subjected, 
and  the  consequent  liability  of  the  bottoms  to  be  inundated  on  such  oc- 
casions. The  increase  of  distance  occasioned  by  the  meandering  of  the 
streams,  may  also  be  added  as  an  objection.  The  river  hills  are  too 
abrupt  and  precipitous  in  most  places,  and  too  much  indented  by  deep 
ravines  and  other  sinuosities,  to  admit  the  convenient  passage  of  a  road 
«bove  the  reach  of  high  water.  A  farless  expensive,  and  more  direct 
route,  than  that  afforded  by  pursuing  the  valley  of  this  stream,  may  be 
found  commencing  at  Portsmouth^  on  the  Ohio,  and  pursuing  the  fol- 
lowing localities,  viz:  ascending  in  the  valley  of  Tygart's  creek,  and 
proceeding;  thence  to  the  valley  of  Little  Sandy,  or  ascending  the  val- 
lies of  the  Ohio  and  Little  Sandy,  to  a  point  suitable  for  a  divergence 
from  the  valley  last  mentioned,  towards  that  of  Big  Sandy — thence 
crossing  Blane's  and  Tom's  creeks,  and  descending  in  the  best  direc- 
tion for  Paint  Creek — thence  crossing  Abbot's  Hill,  and  following  the 
vallev  of  Big  Sandy  to  the  mouth  of  Mud  creek — thence  ascending 
the  creek  last  mentioned,  crossing  a  ridge  at  its  head,  and  proceeding 
-down  a  branch  to  Robinson's  creek,  and  thence  by  a  route  hereafter  to 
be  described,  to  the  Sounding  Gap  of  Cumberland  mountain,  &.e.  Instead 
of  passing  by  the  mouth  of  Mud  creek,  it  may  be  adviseable  to  cross  from 
Paint  to  Beaver,  and  thence  to  Mud  creek,  and  by  the  route  before 
mentioned.  The  distance  from  Portsmouth  to  the  Sounding  Gap,  by 
either  of  these  routes,  will  not  probably  exceed  1-20,  or  125  miles. 

The  timber  growth  of  this  region,  adapted  to  the  purposes  of  build- 
ing, consists  of  white  oak,  poplar,  chesnut,  walnut,  white  ash,  hemlock, 
pitch  pine,  and  some  white  pine,  together  with  various  other  trees  of 
inferior  qualitv.  The  three  varieties  last  mentioned  are  found  only  in 
particular  localities,  except  the  pitch  pine,  which  is  found  on  most  of 
the  mountains.  The  other  varieties  are  to  be  met  with,  in  almost  eve- 
ry part  of  the  country. 

'  With  respect  to  the  natural  passes,  leading  across  these  mountain 
ranges,  very  few  that  are  eligible,  as  sites  for  the  contemplated  road  are  to 
be  met  with,  and  none  are  to  be  found  having  a  general  coincidence 
with  a  straight  line  joining  the  points  assumed  as  extremities  of  the 
road.  The  most  prominent  ridge  of  each  range,  however,  affords  a 
pass,  or  depression,  far  more  favorable  than  any  others  presented  by  the 


same  tidge.    The  passes  and  ridges  alluded  to,  are  as  follows,  viz.  A 
depression  in  Cumberland  mountain,  called  Sounding  gap,  at  which  the 
road  must  ascend  to  the  height  of  600  feet,  above  the  immediate  base 
of  the  mountain :  Two  water  gaps,  leading  past  this  mountain,  viz  f 
one  made  by  the  Russell,  and  the  other  by  the  Pound,  forks  of  Sandy 
river,  and  presented  at  the  distance  of  14  to  20  miles  North  Eastward- 
ly  of  Sounding  gap ;  both  of  which  are  represented  as  utterly  impracJ 
ticable,  on  account  of  the  ruggedness  of  the  country,  at  their  sources, 
and  the  frequency  and  abruptness  of  the  cliffs,  by  which  the  chasmsi 
through  which  they  flow  are  walled  in  their  passage  through  the  moun-i 
tain.    No  other  depression,  so  far  as  we  could  judge  from  observation \ 
and  enquiry,  can  be  regarded  as  coming  into  competition  with  the  ] 
Sounding  gap.    A  road  crossing  at  this  point,  however,  must  unavoid- 
ably be  located  on  a  mountain  slope,  very  steep  in  many  places,  and  on ! 
the  North  side,  for  a  distance  of  about  half  a  mile,  having  a  slope  or 
inclination  of  five  degrees. 

The  only  pass,  afforded  by  Clinch  mountain  of  the  middle  range,  is| 
a  very  remarkable  water  gap,  called  Big  Moccasin  gap,  at  which  the 
passage  is  almost  a  dead  level,  at  a  depresssion  quite  as  low,  as  the 
water  table  of  the  vicinity.  The  residue  of  this  mountain  is  a  conti-  | 
nued  series  of  nobs  with  slight  depressions  between  them,  none  of 
which  are  readily  accessible  for  a  road,  within  a  distance  of  about  30 
miles  from  this  gap. 

The  passage  of  the  Blue-Ridge,  may  be  regarded  as  presenting 
the  greatest  difficulty  to  be  encountered  by  a  road  crossing  the  South 
range  of  mountains.  Three  passes  across  this  mountain  have  been  ex- 
amined, viz  :  one  leading  through  a  depression  called  M'Kinney's  gap, 
another  through  Turkey  Cove  gap,  and  the  third  through  Buck  Creek 
gap  ;  the  last  of  which  is  deemed  utterly  impracticable,  by  any  ordina- 
ry means,  for  a  road  at  an  inclination  less  than  five,  and  for  the  distance 
of  half  a  mile,  less  than  six  degrees.  The  altitudes  of  these  depres- 
sions above  the  Catawba  river,  at  their  lowest  points,  may  be  estimated 
as  follows,  viz ;  height  of  Buck  creek  gap,  2,000  feet ;  height  of  Tur- 
key cove  gap,  1800  feet ;  height  of  M'Kinney's  gap,  1600  feet.  Their 
height  respectively  above  the  water  table  on  the  North  side  of  the 
mountain,  may  be  estimated  at  800  feet  for  Buck  creek  gap,  300  feet 
for  Turkey  cove  gap,  and  150  feet  for  M'Kinney's  gap. 

Other  mountain  ranges  and  spurs,  too  numerous  for  particular  de- 
scription, at  this  time,  present  themselves  on  the  several  routes  that 
have  been  examined,  opposing  obstacles  in  the  way  of  a  road  more  or 
less  difficult  to  be  surmounted,  the  nature  and  extent  of  which  may 
be  inferred  from  the  tables  hereto  annexed.  An  enumeration  of  the 
several  gaps  and  passes  across  and  between  them,  and  of  the  routes 
leading  through  them,  is  rendered  unnecessary,  inasmuch,  as  the  posi- 
tions of  the  former,  and  the  localities  of  the  latter,  as  well  as  the  courses, 
^'C.  will  be  clearly  exhibited  on  the  chart,  intended  to  accompany  this 
paper. 

A  few  remarks  with  reference  to  the  present  road,  leading  North- 
wardly and  Southwardly,  through  this  section  of  the  country,  will  suf- 
fice under  this  view  of  our  subject. 

^  With  the  exception  of  a  road  commencing  at  Kitigsport  on  Holston 
tiver,  and  leading  in  a  Southwesterly  direction  through  Jonesborough» 


1« 


ind  across  the  Walnut  mountain,  to  Ashville,  North  Carolina ;  and  ^no- 
Iher,  in  a  Northwesterly  direction,  from  Morganton,  North  Carolina, 
through  M'Kinney's  gap  of  the  Blue-Ridge,  Eiizabethton  and  Blount- 
ville,  to  Estilville,  Virginia,  and  thence  in  a  Westerly  direction  towards 
Cumberland  gap  ;  there  are  no  roads  leading  in  a  direction  in  any  de- 
gree co-incident  with  that  of  the  contemplated  road,  that  can  be  regard- 
tid  as  passible  for  loaded  carriages,  wagons  or  carts,  except  for  short 
distances  merely,  and  utterly  impracticable  for  such  carriages  across  the 
ftiountain  ridges. 

Indeed,  most  of  the  ridges  intended  to  be  traversed  by  this  road, 
seem  hitherto,  to  have  been  regarded  as  altogether  impassible  for  a  road 
likely  to  subserve  the  purposeses  of  an  active  trade  and  intercourse  be- 
tween the  countries  north  and  south  of  the  Alleghanies.  The  district 
through  which  it  is  now  proposed  to  open  a  thoroughfare,  although 
situated  near  the  centre  of  the  United  States,  and  surrounded  on  all 
sides  by  countries  abounding  in  wealth  and  population,  is  even  less  ac- 
cessible, at  the  present  time  for  want  of  tolerable  roads,  than  many  dis- 
tricts, situated  on  our  most  remote  frontiers.  A  portion  of  the  district 
situatt^d  between  the  Ohio  and  Clinch  rivers,  and  embracing  an  extent, 
from  North  to  South,  of  more  than  150  miles,  is  utterly  impassible  for 
carriages  of  burthen,  or  indeed,  for  vehicles  of  any  kind,  upon  the 
roads  now  travelled,  which  are  of  a  character  in  many  places,  almost  to 
preclude  travelling  on  horseback. 

The  streams  by  which  this  region  is  watered  are  very  numerous, 
and,  with  a  very  few  exceptions,  excedingly  serpentine  in  their  cour- 
ses. Their  several  localities,  courses,  6lc  will  be  exhibited  in  the 
map  intended  as  a,n  accompaniment  to  this  paper.  Those  that  flow 
from  the  Northern  and  Middle  ranges,  and  especially  from  the  former, 
have  comparatively  btit  a  moderate  descent,  and  currents  proportionably 
^gentle  ;  the  consequ-ence  of  which,  is,  that  their  floods  pass  off"  more 
slowly,  and  their  waters  accumulate  to  a  much  greater  depth;  while 
those  to  which  the  Southern  range  gives  birth,  are  precipitated  through 
channels  of  greater  declivity,  and  occasionally  over  precipices  of  con- 
siderable height,  which  imparts  to  them  great  rapidity  of  current. — 
prevents  any  excessive  rise  in  timt^  of  freshets,  and  shortens  the  period 
-of  their  continuauce. 

The  rivers  claiming  our  more  particular  attention,  on  account  of  the 
relation  they  bear  to  the  contemplated  thoroughfare,  are,  in  addition 
to  the  Ohio,  whoi^e  character  is  already  sufficiently  well  known,  the 
Big  Sandy,  Clinch-,  Holston,  and  Cawtawba  rivers. 

the  Big  Sandy  has  a  width  of  about  1^20  yards,  and  an  extent  of 
about  31  miles,  from  its  mouth  to  its  constituent  tributaries,  denomina- 
ted the  West  and  Tug-Forks,  both  of  which  are  very  copious  streams, 
heading  within  the  northern  range  of  the  Alleghanies,  and  aflbrding  fa- 
rilities  to  a  considerrtble  extent  for  light  navigation  during  periods  of 
high  water,  vvhich  usually  prevail  from  four  to  six  months  annually. — 
The  channel  for  navigation,  presented  by  Big  Sandy  and  its  West  Fork, 
is  considerably  serpentine,  and  extends  inland  from  the  Ohio  about  125 
miles  to  the  mouth  of  Shelby  creek,  following  its  meandering,  96  miles 
by  the  present  road  ;  and  05  miles  in  a  straight  direction.  The  obstruc- 
tions to  its  navigation  during  a  moderate  stf^ge  of  water,  consist  prin- 
cipally of  large  blocks  or  masses  of  rocks,  situated  in  the  middle  of  the 


channel  or  near  it,  and  a  few  logs  or  snags,  all  of  which  may  be  remov- 
ed at  a  moderate  expense  (not  exceeding  $3000,)  by  blasting  and  re- 
ducing the  former,  and  cutting  away  the  latter,  to  extreme  low  water 
mark,  or  a  little  below  it.  This  is  deemed  the  only  method  of  improv- 
ing the  navigation  of  which  the  stream  is  susceptible  ;  a  lateral,  canal 
being  impracticable,  on  account  of  the  excessive  freshets  which  annual- 
ly prevail,  swelling  the  stream  in  places  to  the  height  of  50  feet,  and  in 
others  to  60  feet  above  extreme  low  water  :  a  system  of  lock  and  dam 
navigation  being  impracticable  on  the  same  account,  as  also  on  account 
of  the  unstable  foundation  for  dams  and  moles  afforded  in  the  valley  and 
bed  of  Big  Sandy  proper;  and  a  sluice  navigation  being  also  impractica- 
ble, for  want  of  sufficient  water  during  the  summer  months,  to  supply  the 
sluices,  and  the  impracticability  of  constructing  them  in  the  sandy  bed 
of  the  main  river. 

The  valley  of  Big  Sandy,  and  that  of  the  West-Fork,  have  a  width 
varying  between  3-4  of  a  mile  at>d  3  or  4  hundred  yards,  becoming 
narrower  as  we  ascend,  and  are  bounded  by  abrupt  hills  and  precipices, 
deeply  indented  by  ravines,  which  give  to  its  outline  a  very  irregular 
and  zig-zag  appearance.  The  bottoms  are  more  or  less  subject  to  inun- 
dations, by  which  extensive  tracts  are  flooded  to  a  very  considerable 
depth. 

The  Clinch  and  Holston  rivers  are  to  be  regarded  as  channels  of  in- 
calculable importance,  whether  viewed  in  connexion  with  our  present 
project,  or  in  reference  to  their  future  high  destination,  which  insures  to 
one  of  their  vallies,  at  least,  the  distinction  of  becoming  hereafter  a  por- 
tion of  the  grepft  thoroughfare  communicating  by  the  most  direct,  easy, 
and  practicable  route,  between  the  cities  of  New  York  and  New  Or- 
leans. Although  the  difficulty  and  expense  of  rendering  these  streams 
navigable,  may  make  such  an  object  unadvisable,  or  even  hopeless;  yet 
no  doubts  are  entertained,  that  the  facilities  affi)rded  by  their  vallies  for 
the  construction  of  Rail  Roads,  are  such  as  to  ensure,  in  all  human 
probability,  the  eventual  accomplishment  of  the  latter,  at  no  very  distant 
period. 

The  range  from  extreme  low  to  extreme  high  water  in  these  streams 
is  far  less  than  that  of  Sandy  river,  and  seldom,  if  ever,  exceeds  20  feet. 
The  bottom  lands  of  the  vallies  are  rarely  inundated  to  any  considera- 
b'e  depth  ;  and  the  only  obstruction  opposed  to  an  easy  passage  along 
their  vallies,  is  the  occasional  presentation  of  cliffs  of  comparatively 
moderate  extent,  which  alternately  occur  on  either  side  of  the  river, 
protruding  to  the  water's  edge. 

The  Gatavvba  river,  upon  the  margin  of  which  the  contemplated 
road  is  supposed  to  have  its  southerly  termination,  is  fed  by  copious  ne- 
ver-failing streams,  rising  in  the  Blue  Ridge  and  its  southerly  sp  irs.  I 
flows  through  a  rolling  country,  and  from  the  point  assumed  as  the  ter- 
mination the  road,  which  is  in  the  valley  of  the  stream  near  the  S.  W. 
extremity  of  Linville  mountain,  to  the  point  where  it  crosses  the  boun- 
dary line  between  N.  and  S.Carolina,  the  distance,  pursuing  the  mean- 
derings  of  the  river,  is  about  100  miles,  as  nearly  as  may  be  estimated 
from  the  most  approved  maps  of  the  country ;  about  75  miles  by  the 
nearest  road ;  and  65  miles  in  a  straight  direction.  A  canal  has  alrea- 
dy  been  constructed  from  Charleston  to  the  point  last  mentioned,  and 
DO  doubts  are  entertained  that  a  navigable  channel  may  be  opened,  at 


18 


a  moderate  expense,  from  this  point  to  the  assumed  termination  of  the 
road,  by  means  of  locks  and  dams,  for  which  the  bed  of  the  stream 
is  supposed  to  afford  the  requisite  facilities. 

Having  thus  considered  the  more  prominent  features  of  the  country 
through  which  the  road  is  to  pass,  and  adverted  to  a  variety  of  circum- 
stances affecting  the  location  and  construction  of  such  a  work,  we  shall 
next  attenipt  to  exhibit,  in  the  best  lights  we  have  been  able  to  obtain, 
the  relations  subsisting  between  the  contemplated  road  and  other  im- 
portant points  not  included  within  the  section  of  country  of  which  we 
have  been  treating. 

The  information  we  have  to  offer  under  this  view  of  the  subject,  how- 
ever, will  be  confined  almost  exclusively  to  geographical  relations;  any 
views  touching  the  commercial  or  political  relations  of  the  enterprise 
being  deemed  unnecessary  and  superfluous  on  this  occasion. 

Agreeably  to  the  memorial  presented  by  the  Estillville  convention 
to  the  President  of  the  U.  States,  two  points  have  been  designated;  viz. 
a  point  on  Sandy  river,  at  the  mouth  of  Shelby  creek  ;  and  another  on 
the  same  river,  at  Pikeville ;  one  of  which  is  to  be  regarded  as  the 
northerly  termination  of  the  road.  Accordingly  our  personal  exam- 
inations u  ith  reference  to  the  road,  were  limited  in  that  direction  to 
these  two  points.  Agreeably  to  the  same  memorial,  our  examina- 
tions were  to  terminate  southwardly,  at  the  boundary  line  between 
Tennessee  and  N.  Carolina;  but  in  conformity  to  a  memorial  subsequent- 
ly presented  to  the  President  by  certain  citizens  of  >.orth  Carolina  as- 
sembled at  Morganton,  prating  for  an  extension  of  the  survey  into  that 
State,  it  was  deemed  advisable  to  extend  our  examinations  entirely  a- 
cross  the  Alleghany  mountains,  to  some  point  at  which  the  road  might 
terminate,  after  having  surmounted  all  impediments  presented  by  moun- 
tain ridges,  and  from  which  the  road  may  easily  be  extended  by  diverg- 
ent branches  to  any  or  all  of  the  southern  markets  or  depots. 

The  considerations  that  governed  in  the  selection  of  a  point  at  ivhich 
the  road  should  have  its  southerly  termination,  were  accordingly  made 
to  depend  on  the  relations  such  a  point  should  have  to  the  most  favor- 
able passes  of  the  mountains,  and  to  the  greatest  facilities  for  the  diver- 
gence of  branch  ways,  leading  to  the  commercial  cities  of  the  south. 
In  accordance  with  these  views,  and  on  a  careful  comparison  of  the 
observations  previously  made  with  a  view  to  its  selection,  a  point  has 
been  chosen  situated  in  the  immediate  vicinity  of  the  south  west  ex- 
tremity of  Linville  mountain,  which  is  believed  to  possess,  in  a  higher 
degree  than  any  other  point,  all  the  relations  requisite  to  the  Sctuthern 
termination  of  the  road.  A  road,  having  crossed  the  Alleghany  moun- 
tains and  arriving  at  this  point,  is  to  be  regarded  as  entering  not  only 
upon  a  region  of  unknown  limits,  and  incalculably  rich  in  the  richest 
of  mineral  treasures,  from  the  developement  of  which  an  innumerable 
multitude  of  laborers  and  mechanics  are  to  derive  support  and  wealth, 
but  into  a  country  presenting  a  maritime  frontier,  indented  by  numer- 
ous bays  and  inlets,  of  more  than  700  miles  in  extent,  no  part  of  which 
is  distant  more  than  330  miles,  from  the  point  under  consideration. 

Although  the  observations  and  statements  we  have  to  make  are  in- 
tended more  particularly  to  apply  to  routes  situated  between  the  points 
above  designated,  yet  in  order 'to  give  the  enterprize  its  appropriate 
bearing  and  importance  in  a  general  point  of  view,  we  shall  in  the  out- 


10 


set  regard  the  road  as  having  its  northerly  termination  on  the  Ohio 
river,  at  the  mouth  of  the  Sciota,  and  at  the  debouchure  of  the  Ohio 
Canal  into  the  Ohio  river,  a  point  central  to  a  region  of  vast  extent  and 
inestimable  fertility,  through  which  channels  have  already  been  open- 
ed, or  may  hereafter  be  opened,  leading  in  almost  every  direction, 
through  a  country  destined  to  support  a  population  more  dense  and 
more  widely  extended,  than  that  probably  of  any  other  equal  portion 
of  the  civilized  world. 

Having  taken  this  view  of  the  subject,  we  shall  merely  designate  a 
few  of  the  more  considerable  towns  and  villages  northward  and  south- 
ward of  the  proposed  road,  and  show  their  respective  bearings  and  dis- 
tances from  its  extremities;  and,  for  the  sake  of  brevity,  shall  com- 
prise our  statements  in  relation  thereto  in  a  tabular  form,  as  follows,  viz: 


TABLE  1. 

Showing'  the  bearings  and  distances  of  certain  important  points  from 
Portsmouth,. the  northern  extremity  of  the  proposed  road. 


Localities. 


Kelative  positions. 


Towns. 


Counties. 


States. 

1 

Bearings. 

1 

Distances 
in  miles. 

Virginia 

N.  80  E. 

52 

Virginia 

N.  64  E. 

85 

Virginia 

N.  53  E. 

155 

Pennsylvania 

N.  54  E. 

195 

Ohio 

N.  33  E. 

100 

Ohio 

N.  20  E. 

205 

Pennsylvania 

iV.  32  E. 

275 

Ohio 

N.  5  W.. 

46 

Ohio 

N.  3  W. 

90 

Ohio 

N.  75  W. 

85 

Indiana 

N,  67  W. 

185 

Kentucky 

S.  85  W. 

40 

Kentucky 

S.  75  W, 

150 

Kentucky 

S.  37  E, 

20 

Kentucky 

S.  65  W. 

110 

Kentucky 

S.  56  W, 

100 

Ohio 

N.  42  W. 

95 

Ohio 

N.  18  E. 

65 

Pt.  Pleasant 

Parkersburg 

Wheeling 

Pittsburg 

Zanesville 

Cleveland 

Erie 

Chilicothe 

Columbus 

Cincinnati 

Indianapolis 

Maysville 

Louisville 

Green  upsburg 

Frankfort 

Lexington 

Dayton 

Lancaster 


Mason 
Wood 
Ohio 

Alleghany 
VTuskingum 
Cuyahoga 
Erie 

Il0S5 

Franklin 

Hamilton 

Delaware 

Mason 

Jefferson 

Greenup 

Franklin 

Fayette 

Montgomery 

Fairfield 


so 


TABLE  2. 

Shotoin^  the  bearings  and  distances  of  certain  important  points  from 
the  south  west  end  of  the  Linville  mountain,  near  which  the  southern  ex- 
tremity of  the  proposed  road  terminates. 


Localities. 


Relative  positions. 


Towa». 


Counties. 


StatPi. 


Bearings. 


Distances 
in  miles. 


Morganton 
Columbia 
Augusta 
Yorkville 
Charltsion 
Camden 
Greenville 
Fayetteville 
Wilmington 
Raleigh 
Milledgeville 
Savannah 
Cheraw 
Georgetown 
Newbern 
City  of  Wash 
ington 


burke 
Richland 
Riclunond 
York 

Charleston 
Ker>ha\v 
Greenville 
CuDiiberlaud 
Hancver 
Wake 
Baldwin 
Chatham 
Chesterfield 
Georgetown 
Craven 
Distiict  of 
lumbia. 


North  Carolina 
South  Carolina 
Georgia 
South  Carolina 
South  Carolina 
South  Carolina 
South  Carolina 
Nuith  Carolina 
North  Carolina 
North  Carolina 
Georgia 
Georgia 
South  Carolina 
South  Carolina 
North  Carolina 


Co- 


East 
S.  ^25  E. 
S.  2E. 
S,  35  E. 
S.  30  E. 
S.  37  E. 
S.  20  W. 
S.  75  E. 
S.  65  E. 
East 

S.  22  W 
S.  ]0  E. 
S.  56  E. 
S.  43  E. 
S.  60  E. 

|n.50  E. 


SI 

A  brief  description  of  the  several  routes  that  have  been  examined 
next  claims  our  attention,  preparatory  to  which,  we  shall  offer  a  Tabu- 
lar view  of  the  distances,  &lc.  on  the  grand  route,  and  of  the, subdivis- 
ions into  which  it  has  been  thought  proper  to  .divide  it,  which  is  as 
follows ;  viz  : 


TABLE  3. 

Showing  the  localities,  bearings,  and  extent  of  grand  routes,  together 
with  those  of  the  several  divisions  of  which  they  are  composed. 


Direct  Route  from  Portsmouth,  Ohio,  to  the  western  extremity  of 
Linville  mountain.  North  Carolina.    S.  16®  E. — 203  miles. 

Direct  Route  from  the  mouth  of  Shelby  Creek,  to  the  western  ex- 
tremity of  Linville  mountain,  N.  Carolina.    S.  12^  E. — 136  miles. 


Divi 


No.  I  Designation,  j 


I  Bearings  j 

Points  at  which  the  several  divis-  I      "'''les.  j  Distance. 

ions  lerniinate.  i  !  


Dislafice  fioni 
Portamouth. 


j  Miles. 


Miles. 


Mile* 


[Kentucky 
Virginia 


Tennessee 
and  North 
Carolina 


From  Portsmouth  to  the 
Sounding  Gap  of  Cumber- 
land mountain 
From  the  Sounding  Gap 
in  Cumberland  mountain, 
to  Moccasin  Gap  in  Cl'ch 
mountain 

From  Moccasin  Gap,  in 
Clinch  mountain,  to  the 
western  extremity  of  Lin- 
ville mountain,  N.  Car- 
olina. 


S.  17* E 


S.  5«  W 


S.34«E 


106 


41 


65 


106 


147 


212 


As  a  farther  exposition  of  the  relations  subsisting  between  the  con- 
templated road  and  various  localities  of  note  in  its  vicinity,  we  sub- 
join the  following  Table,  showing  the  positions  of  the  several  towns 
and  villages  therein  enumerated,  with  reference  to  a  direct  line  joining, 
th^  extremities  of  each  division. 


4 


82 


TABLE  4. 

Showing  the  positions  of  venous  places,  in  reference  to  the  division!  exhibited  in  Table  3(f . 


Divisiuiii  from 
3d.  Table. 


No.  I  Desiunation 


Names  of  places. 


Names  of  coun- 
ties. 


Names  of 
States. 


Distances 
from  line 


Miles. 


I'osition 
from 
line. 


1  Kentucky 


Greenupsburg 
Catletsburg 
Louisa 
Clarksburg 
Williamsburg 
Washington 
Maysville 
Augusta 
Owingsville 
Flemingsburg 
Lawrence  C.  H. 
Prestonsburg 
Junction  of  Lou- 
isa &.  Russel  forks 
of  Sandy. 
Pike  C.  H. 
Guyandot 
Logan  C.  H. 
Mount  Sterling 
Carlisle 
Paris 
Irvine 
Manchester 


Virginia 


Tenn. and 
N  Carolina 


JefFersonville 
Lebanon 
Dickinsonville 
Saltville 
Burk's  Garden 
Evansham 
Abingdon 
Estillville 
Natural  Bridge 
Jonesville 
Mount  Pleasant 
Barbourville 
Williamsburg 
Cumberland  Gap 
Tazewell 


Greenup 
i< 

Lawrence 

Lewis 

Mason 


Bracken 

Bath 

Fleming 

awrence 
Floyd 

Pike 


Cabell 
Logan 

Montgomery 

Nicholas 

Bourbon 

Estill 

Clay 

Tazewell 
Russell 

Washington 
Tazewell 
Wythe 
Washington 
Scott 
(( 

Lee 

Harlan 

Knox 

Whitley 

Lee 

Claiborne 


Blountville 

Boat  Yard 

Elizabethtoft 

Surguinesville 

Rogersville 

Greenville 

Jonesborough 

New  Port 

Dandridge 

Sevierviile 

Warm  Springs 

Ashville 

Waynesville 

Jeffersonton 

Wilkesborough 

Rockford 

Statesville 

Fort  Defianc* 


Kentucky 


Virginia 
Kentucky 


Virginia. 


Sullivan 

Carter 
Hawkins 
(( 

Greene 

Washington 

Cocke 

Jefferson 

Sevier 

Buncombe 

Haywood 

Ashe 

Wilkes 

Stokes 

Iredell 

Wilkes 


10 


Kentucky 

s.w  corner  of  Va 
Tennessee 


fennessee 


N.  Carolina 


E. 


4 

E. 

8 

W. 

2 

23 

^. 

33 

W. 

28 

w. 

10 

w. 

54 

w. 

64 

w. 

80 

w. 

40 

w. 

34 

w. 

53 

w. 

28 

E. 

48 

E. 

77 

E. 

50 

E. 

30 

£, 

tn 

Time  fails  us,  on  this  occasion,  to  give  any  thing  more  than  a  very 
brief  description  of  the  several  routes  examined,  setting  forth  their  ge- 
neral localities,  characteristics,  &.c. 

KENTUCKY  DIVISION. 

On  a  part  of  this  division,  two  routes  were  examined  ;  viz :  one  leading 
from  Pikeville  to  a  point  on  Shelby  creek  3  1-2  miles  from  its  mouth, 
and  the  other  from  the  mouth  of  Shelby  creek  to  the  same  point.  The 
latter  is  preferred,  by  reason  of  its  shorter  distance  from  a  navigable 
part  of  the  river,  and  of  avoiding  a  very  steep  hill  dividing  between 
Shelby  and  Island  creeks,  elevated  about  300  feet,  which  must  be 
crossed  by  the  latter.  From  this  point,  in  the  valley  of  Shelby,  the 
route  leads  upwards  in  the  same  valley  and  that  of  Robinson's  creek, 
crosses  a  very  low  ridge,  near  which  it  connects  with  the  proposed 
route  leading  from  Portsmouth,  the  locality  of  which  has  been  already 
pointed  out ; — thence  descends  the  valley  of  Indian  run  to  the  mouth 
of  Long  Fork,  where  it  re-enters  the  valley  of  Shelby,  whence  it  pro- 
ceeds upward  in  the  same  valley,  to  a  low  ridge  dividing  between  this 
creek  and  a  small  stream  running  into  Elkhorn  creek  ; — thence  down- 
ward in  the  valley  of  this  small  stream,  and  upward  in  the  valley  of 
Elkhorn  creek,  to  the  base  of  Cumberland  mountain; — and  thence  to 
Sounding  Gap  of  Cumberland,  sloping  upward  on  the  side  of  the  moun- 
tain. The  route  generally  is  very  favorable  for  a  road,  except  at  a  few 
points  where  side  cutting  will  be  required  for  short  distances  in  the 
valley  of  Shelby — and  a  marshy  tract  of  considerable  extent  towards 
the  head  of  that  stream;  to  which  may  be  added  the  mountain  slope 
of  Cumberland,  which  will  require  expensive  cutting  in  rock  for  a  short 
distance,  in  order  to  pass  a  cliff.  The  characteristics  of  the  route  are  as 
follows,  viz:  moderately  serpentine,  or  varying  in  its  horizontal  direc- 
tion from  right  to  left ;  slightly  waving,  or  occasionally  ascending  and 
descending  by  gentle  slopes ; — and  tvinding,  or  ascending  and  at  the 
same  time  deviating  from  a  right  line  in  its  passage  upward  on  the  slope 
of  Cumberland  mountain.  Materials,  such  as  are  adapted  to  the  con- 
struction of  an  ordinary  turnpike  road. 

VIRGINIA  DIVISION. 

In  connexion  with  this  division,  three  routes  have  been  examined  ; 
which  are  as  follows,  viz: 

1st.  A  route  leading  downward  from  Sounding  Gap,  in  the  ravine 
of  a  small  branch  tributary  to  Pound  Fork  ;  very  winding,  and  requir- 
ing much  steep  side  cutting ; — thence  downward  in  the  valley  of  the 
latter — very  serpentine  and  waving,  and  also  requiring  much  steep  side 
cutting,  and  occasional  deep  cuttings  and  fillings  ; — thence  upward  in 
the  valley  of  Indian  creek,  to  Indian  Creek  Gap,  serpentine  and  wind- 
ing, and  requiring  much  side  cutting  ; — thence  along  the  tabular  sum- 
mit of  Guest's  mountain,  ground  mostly  firm  and  favorable,  route  wind- 
ing at  first,  then  serpentine  and  waving ; — thence  down  the  slope  of 
Guest's  mountain,  vonie  winding,  and  requiring  much  side  cutting  ; — 
thence  across  a  tabular  bench  of  Powell's  mountain  ;  ground  very  fa- 
vorable, route  moderately  serpentine  and  iya»ing-;-^thence  down  the 


24 


slope  of  Powell's  mountain,  very  xoinding,  and  much  side  cutting  :  ma- 
terials thus  far  suitable  for  an  ordinary  turnpike  ; — theiu?e  across  Clinch 
river,  and  upward  in  the  valley  of  a  small  stream,  to\he  summit  of 
Copper  ridi^e — groutid  very  favorable,  route  circuitous,  or  presenting 
curves  of  great  radii,  seldom  ivinding  across  Valley  creek, 

where  the  route  is  loinding,  along  the  summit  of  a  ridge  ;  ground  firm 
and  gravelly,  route  loaving  and  serpentine; — and  across  Copper  creek 
by  a  route  exceedingly  xuinding,  with  much  side  cutting; — and  thence 
descending  in  the  valley  of  a  creek,  on  favorable  ground,  by  a  route 
moderately  waving  and  serpentine,  to  Moccasin  Gap.  Between  Clinch 
river  and  Moccasin  Gap,  the  miterials  are  suitable  in  part  for  a 
gravel  road,  but  principally  for  a  McAdamized  turnpike. 

2nd.  Same  as  on  the  preceding  route  to  Indian  creek  Gap — thence 
down  the  valley  of  Guest's  river,  and  up  that  of  a  small  branch  ;  route 
at  first  winding,  then  serpentine  and  loaving,  ground  often  marshy,  'and 
occasional  side  cutting  : — thence  across  a  low  ridge,  down  the  valley  of 
Benje's  creek  and  West  Fork  of  Powell's  river,  and  up  that  of  a  small 
branch,  to  Little  Stone  Gap  ;  ground  in  places  marshy,  side  cutting  on 
steep  hills  often  required,  route  serpentine  and  waving,  and  at  last  mode- 
rately winding: — thence  down  a  steep  mountain  side,  occasionally 
winding,  much  side  cutting  required  ;  materials  thus  far  suitable  for  a 
turnpike  : — thence  down  the  valley  of  Butcher's  Fork,  and  up  the  val- 
ley of  Dry  creek,  and  down  that  of  North  Fork  of  Clinch,  through 
Wild  Cat  Velley ;  route  very  favorable,  circuitous,  waving,  seldom 
winding,  materials  suitable  for  a  McAdamized  road  ; — thence  crossing 
North  Fork  of  Clinch  twice,  to  Flat  Lick ;  route  serpentine,  leaving, 
and  winding,  materials  suitable  for  a  turnpike  : — thence  down  Buckeye 
hollow,  through  Rye  cove,  to  Clinch  river;  ground  firm,  but  hilly, 
route  serpentine,  waving,  and  winding,  materials  suitable  for  a  McAdam- 
ized road  : — and  thence,  across  Clinch  river  and  Copper  creek,  down 
Little  Moccasin  creek,  and  thiough  Estillville,  to  Big  Moccasin  Gap: — 
country  hilly,  ground  firm,  route  very  winding  across  the  vallies  of 
Clinch  and  Copper,  in  other  places  favorable,  generally  waving,  mode- 
rately serpentine,  materials  suitable  for  a  McAdamized  road. 

With  respect  to  the  third  route  of  this  division,  which  was  examin- 
ed, it  is  only  necessary  to  observe,  that  although  thedistance  was  some- 
what shorter  than  either  of  the  others,  yet  the  great  height  of  Pow- 
ell's mountain,  near  the  summit  of  which  it  must  jjass,  and  especially 
the  abruptness  of  its  northern  slope,  which  could  not  be  tiaversed  by  a 
road  limited  to  an  inclination  of  four  or  even  five  degrees,  were  regard- 
ed as  impediments  too  formidable  to  be  surmounted. 

TENNESSEE  AND  NORTH  CAROLINA  DIVISION. 

Under  this  head  we  have  no  less  than  six  different  routes  to  consider, 
besides  which,  several  others  were  examined  and  found  objectionable. 
The  routes  alluded  to  are  as  follows,  viz  : 

1st.  A  route  leading  from  Moccasin  Gap  and  crossing  the  North  Fork 
of  Holston  river,  and  leading  up  Anderson's  run  to  its  source;  slightly 
serpentine  and  winding,  occasionally,  side  cutting ; — thence  through  the 
Gap  of  Walker's  mountain  down  a  ravine  of  gentle  slope,  up  Reedy 
creek,  and  Spring  branch,  to  the  War  Gap  of  Chesnut  ridge  ;  ground 

1 
) 


515 


firm  and  favorable,  route  slightly  serpentine  and  icinding : — thence 
across  the  Island  Road  at  James',  and  down  a  small  branch  to  Blount- 
ville ;  a  little  serpentine  and  waving,  some  side  cutting  : — thence  across 
Beaver  creek  and  Holston  river  to  Elizabethton  ;  ground  generally 
very  favorable,  route  pretty  direct,  slightly  waving,  some  side  cutting : 
— thence  up  Doe  and  Little  Doe  rivers  to  Whitehead's  hill  ;  route  ser- 
pentine, side  walling  and  cutting  occasionally  required  :• — thence  by 
valley  of  Main  Doe  river  and  Snyder's  creek  to  Low  Gap  of  Yellow 
mountain,  ground  favorable,  some  side  cutting,  serpentine : — thence 
across  head  of  Elk  creek  and  Cranberry  creek,  and  down  Middle  Fork 
of  Toe  river  to  the  Three  Forks  : — route  circuitous,  leaving,  a  little 
winding,  considerable  side  cutting  :  thence  down  North  Toe  through 
Lick-Log  and  another  similar  gap,  to  McKinney's  Gap  ;  ground  gener- 
ally favorable,  considerable  side  cutting,  route  pretty  direct,  waving 
occasionally  :  thence  down  the  valley  of  Pepper's  creek  and  that  of 
North  Fork  of  Catawba,  to  end  of  Linville  mountain  :  winding  on 
spurs  of  Blue  ridge,  slightly  serpentine,  materials  favorable  for  a  McAd- 
amized  road  on  34  miles  and  for  a  turnpike  59  miles. 

2nd.  A  route  crossing  North  Fork  of  Holston  and  Reedy  creek,  lead- 
ing past  the  Sulphur  well,  and  crossing  Chesnut  ridge  to  Hamilton's, 
on  Holston  rivei  ;  route  very  circuitous,  waving,  and  occasionally  wind- 
ing; — thence  crossing  Holston,  passing  over  a  rolling  tract,  descending 
Lick  creek,  and  ascending  Garland's  branch  to  Thompson's  ;  route  very 
waving,  a  little  serpentine,  in  a  few  places  winding,  ground  very  favor- 
able; — thence  over  ridgy  ground  to  the  Watauga,  up  Gap  creek  to  its 
source,  and  down  a  valley  to  Doe  river;  ground  favorable,  a  little  sice 
cutting,  route  pretty  direct,  occasionally  winding  ;^d.x\^  thence  by  the 
route  just  before  described,  to  the  end  of  Linville  mountain.  Materi- 
als for  a  McAdamized  road  on  32  miles,  for  a  turnpike  on  53  1-2  miles. 

3rd.  A  route  crossing  North  Fork  of  Holston,  passing  through  a  fa- 
vorable Gap  of  a  ridge  to  Wardlow's,  down  Red  House  branch  to  Ree- 
dy creek,  up  Yellow  branch  and  down  a  small  run  to  Holston,  and 
across  this  river  to  Pactolus ;  ground  favorable,  route  pretty  direct,  a 
little  serpentine  and  waving,  seldom  winding; — thence  on  very  favora- 
ble ground,  and  across  a  roiling  country  by  way  of  Hendrick's  creek, 
Sinking  creek,  &c.  to  Gap  of  Buffalo  ridge;  route  waving  and  serpen- 
tine, seldom  winding  ; — thence  meandering  between  ridges,  on  similar 
ground,  to  Jonesborough,  in  the  valley  of  Limestone  creek,  and  across 
a  tract  of  fine  rolling  country,  to  the  valley  of  the  Nolachucky  river  ; 
route  serpentine  and  leaving,  winding  onlv  at  the  ravines  of  water 
courses  :— thence  upward  in  the  valley  of  that  river  to  base  of  Unaka 
mountain  ;  much  side  cutting,  and  occasional  side  walling  required, 
route  circuitous  and  waving,  seldom  winding ;  thence  through  Unaka 
mountain  in  the  valley  or  narrows  of  the  river  ;  much  side  cutting  in 
rocks,  heavy  walling  on  very  steep  mountain  slopes  required,  route  cir- 
cuitous, in  places  very  serpentine,  waving,  sometimes  winding  ;  thence 
up  the  Chucky  valley  across  two  mountain  spurs,  and  in  the  same  val- 
ley to  mouth  of  Pigeon  roost  creek  ;  ground  generally  sloped,  much 
side  cutting,  some  of  it  very  steep,  route  circuitous,  waving  and  wind- 
iwg-;— thence  in  same  valley  across  two  other  mountain  spurs,  by  favor- 
able passes,  to  Garland's  settlement ;  side  cutting  on  mountain  slopes, 
route  serpentine,  very  waving  and  winding,  particularlv  at  the  crossing 


36 


of  Rock  creek ; — thence  crossing  the  point  of  a  ridge,  entering  the 
yalley  of  Main  Toe  river,  ascending  in  that  valley,  and  by  Cane  and 
Mine  creeks  to  the  Gap  of  Cane  creek  mountain,  route  prettv  direct 
some  side  cutting,  moderately  waving ;  thence  down  a  branch  of  Snow 
creek,  np  another  of  the  same,  and  down  a  branch  of  Bear  creek  to 
Birchfield's ;  route  pretty  direct,  waving,  winding,  much  side  cutting; 
— thence  across  high  ridgy  ground,  north  Toe  river,  and  similar  ground, 
to  Grassy  creek  ;  route  favorable,  waving,  serpentine  ; — thence  up  Gras- 
sy creek  to  Turkey  cove  Gap,  and  down  the  Blue  ridge,  in  the  valley 
of  Turkey  cove  creek,  to  Turkey  cove  ;  much  steep  side  cutting,  route 
very  lainding  ; — and  thence  to  the  end  of  Linville  mountain,  on  very  fa- 
vorable ground,  41  miles  of  McAdamized,  and  43  miles  of  turnpike  road. 

4th.  A  route  same  as  third  route  to  mouth  of  Pigeon  roost  creek ; 
thence  crossing  main  Toe  river,  and  a  spur  of  Green  mountain,  to  Jack's 
creek;  route  winding,  very  waving,  and  circuitous,  side  cutting  requir- 
ed ; — thence  up  the  valley  of  Jack's  creek  and  Mine  Fork,  through 
Gap  of  Green  mountain,  and  down  a  small  run,  to  Crabtree  creek  ; 
ground  favorable,  much  side  cutting,  route  circuitous,  slightly  waving^ 
in  places  winding,  occasionally  on  slope  of  the  mountain  ;  thence  down 
Little  Crabtree  creek,  across  South  Toe  river,  and  Big  Crabtree  creek, 
crossing  two  small  ridges  of  gentle  acclivities,  to  the  valley  of  Grassy 
creek ;  ground  generally  favorable,  some  side  cutting,  route  pretty  di- 
rect, occasionally  circuitous,  serpentine^  and  in  places  winding ;  and 
thence  as  in  third  route  to  end  of  Linville  mountain  ;  41  miles  of  Mc- 
Adamized, and  49  miles  of  turnpike  road. 

5ih.  A  route  same  as  third  and  fourth  routes  to  mouth  of  Indian 
creek  on  Nolachucky  river  ;-^thence  up  valley  of  Martin's  creek  to 
Indian  Grave  Gap,  and  down  Hollow  Poplar  creek  to  the  head  of  the 
Narrows  of  Nolachucky  river  ;  much  side  cutting  on  steep  sides  of 
mountain,  some  side  walling,  route  very  icinding  and  serpentine; — and 
thence  as  in  third  route  up  valley  of  Nolachucky  or  Main  To«  river — 
that  of  South  Toe  river,  crossing  Grassy  creek,  Turkey  cove  Gap,  &c, 
to  end  of  Linville  mountain,  38  l-'2  miles  of  McAdamized,  and  46 
miles  of  turnpike  road. 

6th.  A  route  same  as  third  route  to  Pactolus  ;  thence  by  the  valley 
of  Kendrick's  creek,  and  one  of  its  branches,  across  a  rolling  tract,  to; 
Sinking  creek  ; — thence  across  a  similar  tract.  Mill  creek.  Boon's  creek, 
Knob  creek,  and  Brush  creek,  to  east  end  of  Buffalo  mountain  ;  ground 
firm,  aspect  hillv  and  ridgy,  route  serpentine,  very  leaving,  in  some  pla- 
ces vnnding  .-—thence  up  the  valley  of  Buffalo  creek,  and  across  a  ridge 
to  Unakacove  ;  route  very  favorable^  pretty  direct,  zt-ai-ino' /—thence  up 
Indian  creek  to  the  head 'of  Limestone  cove  ;  route  very  favorable,  cfr- 
cuiious,  nearly  level,  materials  thus  far  suitable  for  a  McAdamized  road  ; 
— thence  to  Indian  creek  Gap  of  Iron  mountain,  and  thence  down 
Bean's  creek  to  Rock  creek,  near  Garland's  settlement ;  mountain  very 
rugged,  much  steep  side  cutting,  route  very  winding  and  serpentine 
and  thence  to  the  end  of  Linville  mountain,  as  in  route  3d;  42  miles 
of  McAdamized  road,  39  miles  of  turnpike. 

The  routes  thus  cursorily  described  are  deemed  the  most  feasible  of 
any  that  have  been  examined.    The  shortness  of  the  time  employed 
on  the  reconnoisance,  added  to  the  unfavorable  state  of  the  weather 
s£''de-^2b'€  portion  cf  that  time,  precluded  the  possibility  ot 


cKirii52  a  com 


8T 

i^xamming  a  Ifevv  other  parts  of  routes  which  are  deemed  of  sufficient 
importance  to  merit  an  examination.  The  routes  here  more  particular- 
ly alluded  to,  are,  two  in  the  Virginia  Division,  viz  :  One  branching 
from  the  second  route  in  the  valley  of  Butcher's  Fork  of  Powell's  riv- 
er,  penetrating  through  Powell's  mountain,  and  leading  past  the  east 
end  of  Rye  cove,  crossing  Clinch  river  between  France's  and  Black- 
more'*  Fords,  and  thence  to  Moccasin  Gap  ;— and  the  other  branching 
from  route  No.  1,  on  Clinch  river,  a  little  above  Osborn's  Ford,  passing 
Alley's  Mill,  and  leading  across  Copper  to  Big  Moccasin  creek,  and 
-down  the  latter  to  the  Gap. 

Also,  a  route  on  the  Tennessee  and  North  Carolina  Division,  branch- 
ing from  route  No.  %  of  this  division,  nearHolston  river,  crossing  this 
•stream  and  the  Watauga  some  distance  above  their  junction,  and  pro- 
■ceeding,  by  way  ef  Knob  creek  and  one  of  its  branches,  to  the  pass 
between  Buffalo  and  Little  Stone  mountains,  where  it  unites  again  with 
^oute  No,  6,  ©f  this  di vision  o 

In  order  to  illustrate,  more  clearly,  the  character  of  the  several  routes, 
we  subjoin  the  following  analysis,  showing  the  extent,  bearings,  grad- 
uations, &LQ,.  for  each  section  of  which  any  division  is  composed. 

To  these  we  have  taken  occasion  to  add  a  statement  of  the  probable 
cost  of  constructing  a  road  on  each  section  of  all  the  divisions,  based 
upon  the  appa^rent  facilities  or  difficulties  that  occurred  under  our  ob- 
iservation. 

Any  estimate  of  the  cost  of  construction,  predicated  on  any  other 
data  than  those  obtained  from  actual  measurements  of  the  work  re- 
quired, must  unavoidably  be  defective  and  inconclusive.  Accordingly 
no  other  estimate  will  be  attempted,  except  such  a  one  as  may  be  infer- 
red from  the  known  cost  of  similar  works  in  other  parts  of  the  country, 
due  regard  being  had  to  differences  in  the  localities,  and  other  circura- 
'  stances  affecting  the  relative  cost  of  the  respective  works. 

The  cost  of  the  National  Roard  from  Wheeling  westward,  which  is 
a  McAdamized  road  with  a  pavement  9  inches  thick,  composed  of  three 
equal  layers  of  finely  broken  stone,  varies  from  6  to  7  thousand  dollars 
per  mile,  all  things  included.  That  of  an  ordinary  turnpike,  well 
made  and  covered  with  a  pavement  12  to  15  inches  at  the  centre,  and 
9  to  12  inches  thick  at  the  sides  of  the  road,  varies  from  two  to  five 
thousand  dollars  per  mile,  according  to  the  ease  or  difficulty  attending 
its  construction.  The  cost  of  a  well  made  gravel  road,  under  similar 
circumstances,  and  when  gravel  can  be  conveniently  procured,  is  from 
two  to  three  thousand  dollars  per  mile,  the  gravel  covering  being  from 
four  to  six  inches  thick,  and  the  road  surface  21  feet  wide. 

Any  excess  above  these  rates,  that  may  appear  in  our  estimate,  must 
be  attributed  to  the  existence  of  manifest  difficulties  obviously  calling 
for  an  increased  expenditure. 


1^8 
TABLE  5. 
DIVISION  1. 

Analysis  of  Routes,  on  the  Kentucky  Division, 

Route  M.  1,  via  the  valleys  of  Shelby,  Robinson,  and  Elkhorn  creeks,  to  the  Sounding  Gap,  in 

Cumberland  ?nountain. 


No. 


Localities,  begiiiing 
at  the  mouth  of 
Shelby  Creek. 


Bearings 

Distan( 

Graduation 
2'='.  1   3°  [  4« 

Bridges 

Probable 
cost  of 
Road 
forma- 
tion. 

Probable 
cost  of 
bridges. 

«i 

u 

Miles. 

1  Feet 

8.30°  E 

3.2 

2.5 

.5 

.2 

100 

$12,800 

$1,200 

S.lOe  w 

2.5 

2.5 

8,750 

S.5°  E 

5.7 

5.7 

120 

17,100 

1,440 

S.10°  E 

10.2 

8.2 

1.5 

.5 

T3 
lO 

60 

32,640 

720 

S.43''w 

6. 

3.3 

1. 

1.2 

.5 

24,000 

1  27.6    1  22.2  1 

3.  |1.9| 

.5  [280  1  ^^'95,290 

$3,360 

Remarks 


Road  to  Pike- 

ville 
Mouth  of  Rob- 
inson's creek. 
Mouth  of  Long 

creek 
Ridge   at  head 
of  Shelby  cr'k 
Sounding  Gap 


^  2  bridges  re-' 
quired. 


>  Turnpike; 


1  half  mile 
at  5  degrees. 


Route  JSTo.  2,  via  the  valleys  of  Island,  Shelby,  and  Elkhorn  creeks,  to  the  Sounding  Gap,  in  Cum- 
berland mountain. 


Localities,  begin- 
ning at  Pikeville. 


Mouth  of  Island 

creek 
Island  creek  Gap 
Shelby  creek 
Roadlrom  mo'th 
of  Shelby  creek 
Thence  by  No's. 
2,  3,  4,  and  5,  of 
route  No.  1,  to 
Sounding  Gap 


Bearings 

Distances. 

Graduation. 
2°    !  3°   1  4° 

["5° 

Bridges 

Probable 
cost  of 
Road 
forma- 
tion. 

Jrob- 

able 
cost  of 
bridg- 
es, 

S.30^E 

2 

2 

100 

^8,000 

$1,200 

S.S^E 
S. 

2.8 
1.2 

1.8 
1.8 

.5 
.2 

.5 
1. 

150 

11,200 
4,500 

1,800 

S  20'' w 

1. 

1. 

3,000 

24.4 

19.7 

2.5 

1.7 

.5 

180 

82,490 

2,160 

31.4    I  24.5  I  3.2  |  3.2  j  .5  \    430  |$109,190|i^51,60 


ad 

TABLE  5. 
DIVISION  2. 

Analysis  of  Routes  on  the  Virginia  Division. 
Route  JVo.  1,  via  GuesVs  Station  and  Buster's  Shoals,  to  Big  Moccasin  Gap. 


3  ^ 

3  C 


Localities,  beginning 
It  the  Sounding  Ga| 
ofCumb'd  mountain 


Bearings. 


Graduation 

"    I  3' 


Pound,  on  PoundU   .co        k  !i 
Fork  p-^^    ^-  r 

Indian  creek  GapS.  7.  5  3.  5 

Poin^nearGuestsjg         ^  11.5 '5 


Buster's  Shoals  [S 
Big  Moccasin 
Gap  I 


10. 

S.  10°  W.  16. 

50.' 


3.  5 
5.  5 


Miles. 
1.  5 
2. 
4. 
4. 
5. 


I  4- 


5.  5  490 
18.  5  16.  5  15.  930 


2.  5 
2. 

2.  5 
2.  5 


Bridges 

Feet 
60 
150 
130 
100 


Probable 
cost  of 

road  for- 
mation. 

Probable  1 
cost  of 
bridges. 

Remarit!) 


$18,500 
26,000 
39,100 

35,000 
88,000 


1,800 
1,560 

1,200 j 
5,880 


ing  steep  hill  sides. 

Descending  Guests  moun- 
tain,(J- allowancefor  wind. 
T'npike  ^  1  mile  McAdam 

Descending  Powel's  moun- 
tain,allowance  for  winding 

McAdam  and  gravel. 


#206,600  #11,160 


Route  JVo.  2,  via  Little  Stone  Gap,  Wild  Cat  valley,  and  Estillville,  to  Big  Moccasin  Gap. 


3  73 

SE 

S?7 
No. 

Localities,  beginning 
at  the  SoundingGap. 

Bearings. 

Distances. 

Graduation. 
2°    1     3°   j  4° 

Bridge 

g  Probable 
cost  of 
road  for 

Probable 
cost  of 
Bridges. 

Remarks. 

Miles. 

Feet. 

ination. 

1 

Same  as  route  ^ 

No.  1,  to  Indian  > 

12.  5 

4.  5 

3.  5 

4.  5 

210 

f 44, 500 

2,520  I 

creek  Gap  ) 

2 

Princes  settl'm'nt 

S.  24' W. 

5. 

1.  5 

2. 

1.  5 

17,500 

Allowance  for  winding 

3 

Princes  Bottom 

S. 

3 

2. 

1. 

50 

10,500 

600  f 

4 

Little  Stone  Gap 

S.  55  W. 

3. 

1. 

50 

12,000 

603  1 

Turnpike. 

5 

Wild  Cat  Valley 

S.  40  W.14.  5 

7.  5 

4. 

J. 

180 

72,500 

2,160 

McAdam. 

6 

Pointnear  Kane's 

S.  40  E. 

4.  S 

1.  8 

2. 

1. 

100 

19,200 

1,200  J 

Turnpike. 

7 

Big; Moccasin  Gap 

S.  70  E. 

19. 

9. 

5. 

5. 

630 

114,000 

7,560 

Allowance  tor  winding 

6i.S  27.3  18.5  16.   1,220  $290,200  #14,640 


it 


TABLE  5. 
DIVISION  3. 


Analysis  of  Routes  on  the  Tennessee  and  North  Carolina  Division. 
Route,  JSTo.  1,  via  BlounMlle,  Elizabethton,  &c.  to  the  end  of  Linville  Mountain. 


Localises,  beginning 

S" 

Graduation. 

Bridges. 

Probable 
cost  of 

Probable 

Remarks 

1  ? 

Bearings. 

2 

2° 

3° 

cost  of 
bridges. 



at  Big  Moccasin  Gap. 

Feet. 

road  for- 
mation. 

No. 

a 

Miles. 

1 

Col.  Anderson's 

S.34°E. 

3.  8 

1.  8 

5 

300 

.f22,800 

^3,600  ^ 

! 

2 

Droke's  on  Reedyi 

'•1 

creek 

S.80°E. 

9.  5 

5.  2 

2.  5 

1.  8 

27,000 

3 

Blountville 

S.56  E. 

4.  5 

2. 

2. 

5 

30 

27,000 

360 

4 

South  Fork  of  Hol- 

*  McAdamized. 

ston 

S.52  E. 

5. 

3. 

1.  5 

5 

45 

30,000 

540 

5 

Smith's 

S.39  E. 

L  8 

1. 

8 

300 

10,800 

3,600 

6 

Elizabethton 

S.21  E. 

9.  5 

6. 

3. 

5 

400 

57,000 

4,800 

7 

Crab  Orchard  (Mrs. 

Smith's) 

S.2-5  E. 

18. 

13. 

3. 

2. 

180 

81,000 

2,160  ~ 

8 

Cranberry  creek 

S.80  E. 

7.  3 

3.  8 

2.  5 

1. 

60 

30,600 

720 

9 

Licklog  gap 

S.20  W. 

8.  5 

5. 

2. 

1.  5 

120 

38,250 

1,440 

10 

Gap    of   the  Blue 

Ridge 

S.l°  W. 

15. 

7. 

4. 

4. 

180 

54,000 

2,160 

Turnpike. 

11 

North  fork  of  the 

Catawba 

S.  16°E. 

4.  8 

2. 

2.  8 

50 

24,000 

600 

12 

End     of  Linville 

mountain 

S.  5°W. 

5.  3 

5. 

3 

55 

23,8.50 

660 

93.    52.5  25.415.1  1815     ^456,300  j^20.640 


Route,  JVo.  2,  via  Sulphur  Well,  Hamilton's,  fyc.  to  the  end  of  Linville  mountain. 


•3  w 

o 

Graduation. 

Bridges. 

Probable 

Probable 

Localities,  beginning 
at  Big  Moccasin  Gap. 

w 

2°  1  3°  1 

4° 

cost  of 

Remarks. 

«  ? 

BearlBgs. 

3 
O 

Feet. 

road  for- 

cost of 
bridges. 

"no! 

a> 

Miles. 

mation. 

1 

Col.  Anderson's 

S.34^ 

E. 

3.  8 

1.  5,  1.  8 

5 

300 

$22,800 

^3,600 

2 

Sulphur  Well 

S.34' 

E. 

2.  5 

1.  5j  5 

5 

15,000 

3 

Hamilton's  on  Hol- 

ston 

S.  47 

E. 

10.  2 

4.  2  4. 

2. 

30 

€1,200 

360 

>•  McAdamized. 

4 

Head  of  Garland's 

4.   L  7 

branch 

S  .  45 

E. 

10.  7 

2. 

400 

€4,200 

4,800 

5 

Head  of  Gap  creek 

S.12= 

'E. 

7. 

3.    2.  5 

1.  5 

400 

42,000 

4,800 

6 

Crab  Orchard  (Mrs. 

- 

Smith's) 

S.  18<= 

*E 

10.  5 

5.  5  3. 

2. 

100 

47,250 

1,200 

Thence  by  Nos.  8, 

1 

9,  10,  11  and  12, 
of  Route,  No.  1. 

1 

40.9  1 

20.8  10.8 

9.3 

465 

170,700 

5,580 

85.6   40.5  27.3  17.8  1,695        $423,150  $20.34e 


31 

TABLE  5. 

Continuation  of  Sd  Division. 

Route  JVb.  3,  via  PacioluSy  Jonesborough,  JVolachucky  river,  Garland's  settlement,  and  Turkey 
Cove  Gap,  to  the  end  of  Linville  mountain. 


3  a 


r 

2 
3 
4 


Localities,  beginning 
at  Big  Moccasin  Gap. 


Bearings 


Graduation. 


!  4° 


Miles, 


Bridges 
I  Feet. 


Probable 
Cost  of 

road  for- 
mation. 


Probable 
cost  of 
Bridges. 


Wardlow's 
Pactolus 
Jonesborough 
Devil's  Looking 

Glass. 
Erwin's  W.  side 
of  Chucky  river 
Devil's  creek 
Cooper's  N.  side 
of  Chucky  river 
Mouth  Pidgeon 

Roost  creek. 
Garland's  settle- 
ment 
Crossing  of  North 

Toe  river 
Turkey  cove  Gap 
End  of  Linville 

mountain 


S.30°E 

4. 

8 

2. 

S.20  E 

5. 

5 

3. 

5 

S.15  E 

15. 

5 

9. 

5 

S.20  E 

12. 

8 

7. 

5 

S.  15W 

3. 

2. 

S.50  E 

2. 

7 

2. 

7 

S.75  E 

5. 

3 

3. 

S.80  E 

5. 

1. 

5 

S.75  E 

5. 

2. 

3 

S.40  E 

11. 

7 

5. 

S.20  E 

5. 

1. 

5 

S.30  E 

8. 

3. 

2. 

8 

300 

1. 

7 

3 

336 

4. 

2. 

40 

3. 

3 

2. 

60 

1. 

390 

100 

1. 

7 

6 

360 

1. 

5 

2. 

2. 

7 

130 

3. 

9 

2.  8 

260 

2. 

1.  5 

125 

1. 

4. 

55 

24. 

1 

16.7  2150 

$28,800 
33,000 
93,000 

76,800 

18,000 
24,300 
47,700 

25,000 

27,500 

58,500 
25,000 
41,600 
#499,200" 


$3,600 
4,032 
480 

720 
4,680 
1,200 
4,320 


1,560 

3,120 
1,500 
660 
;^25;872 


Remarks. 


McAdam. 


Tui'ftpike. 


Route  iVo.  4,  via  Pactolus,  Jonesborough,  JVolachucky  river,  Crabtree  creek,  and  Turkey  cove  Gap, 

to  the  end  of  Linville  mountain. 


3  21 


No. 


iLocaiities,  beginning 
■!at  Big  Moccasin  Gap 


Bearings 


Graduation. 


Miles. 


Bridge: 
Feet 


Probable 

Probable 

cost  of 

cost  of 

road  for- 
mation. 

Bridges. 

Remarks. 


1 

Same  as  route  ^ 
No.3,toStatem'nt  \ 
No.  8,inclusive  \ 

54.  6 

31.  7 

15.  2 

7.6 

1,585 

#346,600 

#19,032 

2 

3 

Tipton's 

Ray 's,on  Crabtree 
creek 

8.8°  W 
S.  10  E 

2. 

8.  3 

2.  3 

1. 
3. 

1. 

3. 

360 
120 

11,000 
39,840 

4,320 
1,440 

4 
5 
6 
7 

Crabtree  Ford 
Bush  creek  Hill 
Turkey  cove  Gap 
End  of  Linville 
mountain 

E. 
E. 

S.24  E 
S.  30  E 

4-  5 

7. 

6. 

8. 

2. 
3. 
3. 

3. 

2. 

2.  5 
1.  5 

1. 

5 

1.  5 
1.  5 

*■ 

60 
145 
125 

55 

22,500 
35,000 
30,000 

41,600 

720 
1,740 
1,500 

660 

90.  4 

457" 

26.  2  19. 1 

2,445 

#526,540  #29,410 

McAdam  &  Turnpike. 


Turnpike, 


as 

TABLE  5. 

Continuation  of  Sd.  Division. 

Route  JVo.  5.,  via  Pactolus,  Jonesborough,  Indian  Grave  Gap,  Garland's  Settlement  and  Turkey 
Cove  Gap,  to  the  end  of  Linville  Mountain. 


5  a 

c 

Graduation. 

1 

Bridges 

Probable 
cost  of 
road  for- 

Probable 
cost  of 
Bridges. 

Localities, hewinning  at  Bii 
Al-occasin  Gap. 

r  Bearings 

tance 

3° 

!  4° 

Remarks. 

No. 

1 

to 

Miles. 

Feet. 

mation. 

C  Same  as  route  No.  3 

5 

<  to  statement  No.  4, 

2 

inclusive. 
Indian  Grave  Gap. 

S.70°E. 

38.6 
6. 

22.5 
1.5 

11. 
1. 

5.1 
3.5 

736 
50 

$231,600 
33,000 

$8,832 
600 

McAdam. 

1 

S 
4 

Cooper's. 

C  Same  as  route  No.  3 
<  from  statement  No. 

S.15°E. 

5.4 

2. 

3.4 

25 

27,000 

300 

^-Turnpike. 

(  8,  inclusive. 

34.7 

13.3 

10.411. 

570 

177,600 

6,840 

J 

84.7 

37.3  24.4  23. 

1381 

,^469,200 

$16,572 

Route  JVb.  6,  via  Pactolus,  Unaka  Cove,  Iron  Mountain  Gap,  Garland's  Settlemetit,  and  Turkey 
Cove  Gap,  to  the  end  of  Linville  Mountain. 


3 


Localities,  beginning  at  Big  Moc 
easin  Gap. 


Bearings 


Graduation. 


2°  13°   1  4° 


Bridges. 


Feet. 


Probable 
cost  of 
road  for- 
mation. 


Probable 
cost  of 
Bridges. 


Remarks. 


Same  as  Route  No.  3.  tc 
statement  No.  2,  inclu- 
sive. 

Buffaloe  Creek  Gap. 
Unaka  Cove  Iron  Works. 
Head  of  Limestone  Cove. 
Iron  Mountain  Gap. 
Garland's  Settlement. 
Same  as    Route    No.  3, 

from  statement  No.  10, 

inclusive. 


S.34°E 
5.5°W 
S.70°E 
S. 

S.10°E 


10.3 
19.5 
7.5 
5.5 
3.5 
9.5 


24. 


5.5 
10.5 
4.5 
4. 

1.5 


9.f 


6S 


1.1 

4. 

1. 


8.3 


636 
150 
50 
60 

150 


440 


$61,800 
117,00f 

45,oor 
33,oor 

17,50( 
52,00r 


125,000 


$7,632 
1,800 

6or 

72C 
1,80C 


80.5  35.5  22.6  22.4     1486  $451,650 


__5,28o|J_ 
$17,832 


McAdam. 


^Turnpike. 


33 

We  shall  next  present  a  Synopsis  of  the  several  divisions,  exhibiting 
the  extent  of  each,  accompanied  by  equations  for  ascents  and  descents, 
together  with  its  aggregate  cost,  and  cost  per  mile,  to  which  we  shall 
also  add  the  probable  cost  of  transportation  for  one  ton,  or  2,240  pounds, 
through  a  distance  of  100  miles,  on  each  of  the  divisional  routes. 

The  equated  distances,  exhibited  in  the  5th  column  of  the  subjoined 
table,  and  the  cost  of  transportation  contained  in  the  8th  column,  are 
computed  agreeably  to  the  principles  and  views  advanced  in  the  ac- 
companying paper  marked  (B  J  which  has  been  extracted  from  Docu- 
ment No.  209,  of  20th  Congress,  1st.  session,  and  which,  it  is  believed, 
contains  some  useful  hints  in  reference  to  this  subject.  The  last  column 
of  this  table  is  intended  to  show  the  comparative  advantage  of  a  good 
level  road,  when  contrasted  with  the  best  road  now  leading  across  the 
mountains  in  the  same  general  direction.  The  comparison  has  been 
made  only  in  reference  to  the  third  division,  there  being  no  road  from 
which  such  a  comparison  could  be  drawn  in  reference  to  the  1st.  and 
2nd.  divisions. 


TABLE  6. 
SYNOPSIS 

0/  the  several  routes  leading  through  each  division  of  the  road : — shewing  the  ac- 
tual distance  on  each  route the  equated  distances  torresponding  thereto,  as  com- 
puted for  ascents  and  descents  ;  the  probable  cost  of  construction ;  the  average 
cost  per  mile  for  the  same  ;  the  probable  cost  per  ton  for  transportation  ;  and 
the  equated  length  of  any  route,  corresponding  to  the  present  state  of  the  roads. 


State- 
ments 

Divis- 
ions. 

Routes 

Actual 
distances. 

Equated 
distances. 

Probable 
cost  of  con- 
struction. 

Average 
cost  of  con 
struction 
per  mile. 

Probable  cost  of 
transportation 
per  ton. 

Fquation  of 
di-l'nce;cor- 
resp'ding  to 
llie  present 
state  of  the 
roads. 

No. 

No. 

No. 

pr.  100 
miles. 

On  each 
division 

miles. 

1 
2 
3 
4 
6 
6 

•  7 
8 
9 

10 

I 
I 

II 
II 
III 
III 
III 
III 
III 
III 

1 

2 
1 

2 
1 

2 
3 
4 
5 
6 

27.6 

31.4 

50. 

61.8 

93. 

85.6 

84.3 

90.4 

84.7 

80.5 

29.6 
34. 
61.6 
74.6 
107.8 
102.1 
99.1 
107.1 
102.3 
97.3 

898,650 
114,350 
217,760 
304,840 
476,940 
443,490 
525,072 
555,950 
485,772 
469,482 

$3,570 
3,640 
4,355 
4,932 
5,128 
5,181 
6,228 
6,149 
5,747 
5,832 

$10,72 
10,80 
12,32 
12,07 
11,59 
11,93 
11,87 
11,84 
12,08 
12,09 

$3,17 
3,67 
7,59 
9. 

12,49 
12,18 
11,76 
12,78 
12,35 
11,76 

303.3 
287.3 
273.9 
301.4 
287.9 
273.8 

The  results  exhibited  in  the  foregoing  table  are  conclusive  with  re- 
spect to  the  selection  of  a  route  on  the  first  and  second  divisions,  but 
leave  considerable  doubt  as  to  the  route  to  which  a  preference  should 
be  given  on  the  3rd  division. 

On  this  division  route  No.  6,  appears  to  be  shortest  by  nearly  four 
miles  in  actual  distance,  and  nearly  two  miles  in  equated  distances; 
while  route  No.  2,  seems  to  claim  precedence  over  No.  6,  in  respect  to 
the  estimated  cost  of  construction,  being  less  expensive  than  the  latter 
by  nearly  26,000  dollars. 

The  claims  of  these  two  routes  being  so  nearly  balanced,  added  to 


* 


34 

the  circumstance  that  another  route  connected  with  them,  and  not  yet 
examined,  is  entitled  to  consideration,  renders  it  proper  to  suspend  for 
the  present  any  decision  as  to  their  relative  merits. 

We  shall  conclude  with  a  summary  view  of  the  several  divisions, 
combined  in  a  manner  to  form  grand  routes  ;  one  of  which  will  be  re- 
garded as  embracing  the  entire  distance  between  the  end  of  Linville 
mountain,  and  a  point  on  the  Ohio  river  near  Portsmouth,  as  designat- 
ed in  a  former  part  of  this  paper.  This  route  is  coincident  with  the 
others  through  the  '2nd  and  3rd  divisions,  but  branches  from  the  first 
division  near  the  ridge  dividing  between  Robinson's  Fork  of  Shelby 
creek,  and  Indian  run,  which  falls  into  the  Long  Fork  of  the  same 
creek.  The  cost  of  construction  on  this  portion,  which  embraces  an 
extent  of  about  107  miles,  from  the  ridge  above  mentioned  to  the  Ohio 
river,  is  estimated  at  4000  dollars  per  mile. 


TABLE  7. 
GRAND  ROUTES. 


From  the  mouth  of  Shelby  creek,  to  the  end  of  Linville  mountmn. 


c  3 
pa. 

No. 

Reference  to 
Table  6. 

o      1      2  1 
g  r     tc  o  c 

l^]i-j'f 

Actu- 
al dis- 
tance. 

Equa- 
ted 
dis- 
tance. 

Proba- 
ble cost 
of  con- 
struc- 
tion. 

Average 
cost  of  construc- 
tion per.  mile. 

Probable    cost  of 
transportation  per 
ton,  per  ICQ  miles. 

Probable  cost  of 
transportation 
on  each  Grand 
Route,  per  ton. 

1 

3 
6 

I 

II 
III 

] 
1 

2 

27.6 
50. 

85.6 

29.6 
61.6 
102.1 

$98,650 
217,760 
443,490 

163.2     193.3    $759,900    $4,662    $11.84  .$22.94 


<  1  1 

2  <  1  3 
I  1  10 

1  I 

1  n 
1  "I 

1    1   27.6  1  29.6 
1   1    50.     1  61.6 
6    1    80.5  1  97.3 

$98,650 
217,760 
469,482 

$22.52 

158.1    188.5     $785,892  $4,971  $1 

1.92 

From  Pikeville,  to  the  end  of  Linville  mountain 

3  ^  3 
t  10 

\l 

1  in 

2   I   31.4  1  34. 
1       50.     1  61. 
6    1   80.5  1  97.3 

$114,350 
217,760 
469,482 

1 
1 
1 

1 

1 

161.9     192.9     $801,592    $4,951    $11.91  $23.02 


From  the  Ohio  river,  near  Portsmouth,  to  the  end  of  Linville  mountain. 


1  I 

125. 

149. 

$491,840 

1  1 

3 

1  " 

1 

50. 

61.6 

217,760 

6 

III 

2 

85.6 

102.1 

443,490 

1  1 

260.6      312.7  $1.153,090   ^4,424    $11.99  $37.«9 


35  ^ 

The  map  intended  as  an  accompaniment  to  this  report,  will  be  sub- 
mitted as  soon  as  time  and  facilities  shall  have  been  afforded  for  its  com- 
pilation, and  preparation,  the  title  of  which  will  be  of  the  following 
import,  viz :  A  map  of  the  country  embracing  the  several  routes  that 
have  been  examined  with  a  view  to  a  National  Road,  leading  from 
Portsmouth,  Ohio,  to  the  valley  of  Catawba  river,  in  North  Carolina, 
and  exhibiting  the  relative  position  of  the  contemplated  road  and  vari- 
ous important  points  situated  between  the  Atlantic  coast  and  the  north- 
ern lakes. 

All  which  is  respectfully  submitted  through  the  hands  of  Maj.  P.  C. 
Johnson,  and  R.  Reeve,  Esquires,  Commissioners  for  Virginia  and 
Tennessee. 

S.  H.  LONG,  Topograghical  Engineer. 

Brevet  Lieutenant  CoL 

Eden's  Ridge,  Ten.,  Sept.  10th,  1831. 

P.  S.  The  mistakes,  repetitions,  and  defects  in  arrrangement,  which 
will  no  doubt  present  themselves  on  a  perusal  of  the  foregoing  report, 
are  attributable,  in  some  degree,  at  least,  to  the  limited  time  allowed  for 
its  compilation,  which  absolutely  precluded  any  opportunity  of  revis- 
ing the  original  manuscript  prior  to  its  having  been  put  into  the  hands 
of  the  copyist.  S.  H.  L. 

(A.) 

COPY  OF  INSTRUCTIONS  TO  LIEUT.  J.  M.  BERRIEN. 

As  early  as  practicable  after  your  arrival  at  this  place,  you  will  en- 
gage in  a  survey  of  the  West  Fork  of  Big  Sandy  river,  and  of  the 
main  stream  from  the  junction  of  its  two  constituent  forks,  to  its  con- 
fluence with  the  Ohio  river,  in  which  service  you  will  probably  be  ac- 
companied by  J.  P.  Harris,  Esq.  commissioner  for  the  State  of  Ken- 
tucky. 

In  the  contemplated  survey,  you  will  carefully  notice  a»d  record  the 
bearings  and  distances  along  the  bed  of  the  river,  between  this  place 
and  its  mouth,  and  take  such  notes  and  sketches  of  the  stream,  its  val- 
ley, and  the  bounding  hills  of  the  latter,  as  will  enable  you  to  make  a 
topographical  chart  of  the  same,  showing  the  meanderings  of  the 
stream,  the  points  at  which  obstructions  to  its  navigation  during  a  mod- 
erate stage  of  water,  (say  two  feet  above  extreme  low  water)  are  to  be 
met  with,  together  with  the  nature  of  the  obstructions  alluded  to,  the 
probable  width  of  its  valley  between  the  river  hills,  the  position  of  the 
hills  with  respect  to  the  stream,  the  creeks,  &.c.  tributary  to  the  river, 
together  with  their  respective  widths  at  their  mouths  as  nearly  as  you 
ean  judge  from  observation,  and  such  other  facts  as  may  be  relevant  to 
the  topography  both  of  the  river  and  the  country  through  which  it  flows. 

Having  completed  the  duties  above  pointed  out,  you  will  enter  upon 
the  examination  of  a  route  for  a  road,  diverging  from  the  valley  of  the 
West  Fork  at  some  convenient  point  in  the  vicinity  of  Prestonsburg, 
and  pursuing  a  direction  leading  towards  the  confluence  of  the  Ohio 
and  Sciota  rivers.  It  is  believed  that  a  feasible  route  may  be  found, 
leading  from  Paintsville,  near  the  mouth  of  Paint  creek,  upward  along 


d6 

the  vallies  of  that  stream  and  one  of  its  tributaries,  thence  crossing  the 
sourbes  of  Elane's  creek,  to  the  Dry  Fork  of  Little  Sandy,  and  Ihence 
downward  in  the  valley  of  the  Little  Sandy,  or  across  a  ridge  of  mod- 
erate elevation,  and  downward  in  the  valley  of  Tygart's  creek,  to  the 
Ohio  river:  from  which  the  route  may  be  prolonged  to  the  mouth  of 
the  Sciota  in  the  immediate  valley  of  the  Ohio. 

Should  any  other  point  on  the  West  Fork  of  Sandy  be  deemed  more 
eligible,  as  a  point  of  divergence  from  its  valley,  than  that  referred  to 
on  Paint  creek,  you  will  make  such  other  examinations  as  you  may 
think  necessary  in  connexion  therewith. 

In  your  examinations  relating  to  the  route  above  contemplated,  you 
will  carefully  sketch  the  topography  of  any  route  you  may  examine, 
and  take  notes  illustrative  of  the  aspect,  character,  and  natural  condi- 
tion of  the  country  traversed  by  each  route,  in  a  manner  sufficiently  mi- 
nute and  complete  to  indicate  the  preference  that  ought  to  be  given  to 
any  route  in  comparison  with  others,  and  the  reasons  of  such  prefer- 
ence. 

In  all  your  examinations  in  reference  to  the  contemplated  road,  you 
will  take  care  to  provide  for  a  locality  through  which  a  road  may  be 
conducted  between  its  extreme  points,  by  the  shortest  practicable  dis- 
tance, and  by  the  least  obstruction  from  hills  and  precipices,  in  all  cases 
limiting  the  inclination,  requisite  in  passing  these  inequalities  of  surface, 
to  an  angle  not  exceeding  four  degrees.  Signed, 

S.  H.  LONG,  Brevet  Lieutenant  Col. 

In  reference  to  the  cost  of  transportation,  I  take  leave  to  submit  the 
following  extract  from  a  report  I  had  the  honor  to  submit,  a  few  years 
since,  to  the  war  department,  under  the  conviction  that  the  views  con- 
tained therein  are  no  less  relevant  on  the  present  occasion,  than  on  that 
for  v.  hich  they  were  originally  intended. 

"We  are  aware  of  the  difficulty  of  arriving  at  any  decisive  conclu- 
sions, both  in  respect  to  the  amount  of  power  requisite  in  the  convey- 
ance of  burdens  over  an  irregular  surface,  and  to  the  actual  c/ast  of  such 
power.  Nevertheless,  it  is  believed  that  this  subject  is  susceptible  of 
certain  elucidations,  of  a  tendency  to  render  it  more  plain  and  intelligi- 
ble ;  and  we  here  take  occasion  to  offer  some  of  them.  It  is  obvious, 
that  the  cost  of  transportation  depends  mainly  upon  the  facility  or  difficul- 
ty with  which  a  given  load  can  be  conveyed  through  a  given  distance; 
and  that  the  power  or  force  required,  constitutes  the  most  expensive  item 
in  the  means  of  land  transportation.  It  is  also  obvious,  that  the  magni- 
tude and  cost  of  this  item  are  enhanced  by  the  irregularities  of  the  sur- 
face over  which  the  load  is  conveyed,  and,  especially  by  those  unavoid- 
able in  the  passage  of  hills  and  valleys  ;  and  that  the  weight  of  the 
load  (the  power  being  the  same)  must  be  limited  by  the  abruptness  of 
the  acclivities  which  it  has  to  surmount,  in  order  that  the  power  may 
be  adeqate  to  its  conveyance.  When  a  road  has  an  inclination  of  about 
eight  degrees,  the  power  exerted  by  a  horse  in  ascending  without  a  load 
is  equal  to  that  which  he  can  apply  with  equal  ease,  and  with  the  great- 
est useful  effect,  to  the  conveyance  of  an  ordinary  load,  adapted  to  his 
strength,  on  a  level  surface.  Consequently,  the  power  of  a  horse,  aborc 
that  required  for  bis  own  progressior,  decreases  cs  the  angle  cf  ascent 


3t 

increases,  and  may  be  regarded  as  vanishing,  or  becoming  extinct,  at  the 
angle  above  mentioned.* 

"But  the  advantages  of  transportation  upon  a  level  surface  will  ap- 
pear sufficiently  manifest  when  contrasted  with  the  disadvantages  of 
ascending  inclined  surface?,  even  upon  the  assumption  that  the  power 
of  a  horse  applicable  to  the  co  iveyance  of  a  load,  is  the  same  at  any  in- 
clination not  exceeding  eight  degrees." 

"If  we  assume  ten  tons  as  the  appropriate  load  for  one  horse  on  a 
level,  hard,  and  smooth  surface  (the  feasibility  of  which  has  been  re- 
peatedly demonstrated  on  rail  roads  where  a  force  or  traction  of  one 
pound  is  sufficient  to  overcome  a  resistance  or  friction  of  200  pounds,) 
and  if  we  assume  one-tenth  of  that  load,  or  one  ton,  as  the  appropriate 
load  for  a  horse  on  an  ordinary  level  turnpike  road,  which  is  probably 
near  the  truth,  the  resistance  or  friction  of  the  latter  being  equal  to  that 
of  the  former  will  indicate  the  power  of  the  horse,  resulting  in  a  stress 
or  traction  of  112  pounds.  By  employing  these  elements  as  data  for 
our  calculations,  we  may  readily  estimate  the  weight  or  load  that  a  horse 
is  able  to  draw  upwards,  upon  roads  of  diffi^rent  inclinations,  and  the 
number  of  horses  required  to  ascend  with  a  given  load." 

*'  With  the  view  of  rendering  our  statemeiits  in  reference  to  this  sub- 
ject more  correct,  and  at  the  same  time,  equally  if  not  more  intelligible, 
they  are  predicated  on  the  supposition  that  the  power  of  ten  horses,  or 
a  traction  of  eleven  hundred  and  twenty  pounds,  and  the  load  corres- 
poding  thereto,  or  ten  tons,  are  substituted  for  those  of  one  horse,  as 
above  stated,  and  are  as  follows:" 

*  "  This  is  to  be  predicated,  not  of  the  extreme  power  of  a  horse,  but  of  his  aver- 
age power;  or  that  which  he  is  able  to  exert  daily  and  continuously,  moving  at  the 
rate  of  two  miles  per  hour,  and  ten  hours  daily,  or  twenty  miles  per  day.'* 

"  Tabular  vievj  of  the  number  of  horses  required  to  ascend,  wilJi  a  given 
load,  upon  inclined  roads  of  different  grades,  and  of  the  different  loads 
that  may  be  drawn  upwards  on  the  same  roads  by  a  given  number  of 


nurses. 

Feet. 

Feet. 

Feet. 

Feet.jFeet. 

Feet.  Feet. 

_  J  

1< 

;et. 

Feet. 

Ascent  of  roads  in  feet 
per  mile. 

0 

92.1 

184.2 

276.3 

368.4 

460.5 

552.6 

44.7 

736.8 

Deg. 

Deg. 

Deg. 

Oeg. 

Deg.  jDeg. 

Deg, 

I 

eg.  jDeg. 

Inclination  of  roads. 

0 

1 

2 

3 

4 

5 

\7 

8 

horses 

horses  horses 

1 

horses 

horseshorses 

horees 

lorses 

hors's 

Number  of  horses  requir'd 
to  draw  ten  tons  weight. 

10 

13.5 

17 

20.5 

23.8 

27.4 

30.9 

34.4 

37.9 

Tons 

Tons 

Tons 

Tons 

Tons 

Tons 

Tons 

Tons 

Tons 

Loads  that  can  be  drawn 
by  ten  horses. 

10 

7.4 

5 

.9 

4.9 

4.2 

3.6 

3.2 

2.9 

2.6 

The  practical  results  deducible  from  this  table  are  obviou,  viz :  that 
ten  horses  can  draw  as  murh  on  a  level  road  as  13  1-2  hors-i  can  draw 


38 


upwards  on  an  ascent  of  one  degree,  or  92  feet,  in  a  mile,  or  as  much 
as  seventeen  horses  can  draw  up  an  ascent  of  two  degrees,  &c. 

Also,  that  ten  horses  can  draw  on  a  level  road  ten  tons,  as  easily  as 
the  same  number  of  horses  can  draw  7.4  tons  upward  on  a  road  ascend- 
ing at  an  angle  of  one  degree,  or  5.9  tons  on  an  ascent  of  two  degrees, 
4.9  on  an  ascent  of  three  degrees,  4.2  on  an  ascent  of  four  degees,  &/C. 

This  leads  us  to  another  view  of  the  subject,  which  is,  to  determine 
the  horizontal  distances  corresponding  to  a  given  distance  under  the  se 
veral  inclinations  above  mentioned.  In  order  to  illustrate  this  view  of 
the  subject,  the  following  tabular  statements  are  given,  from  which  the 
advantages  afforded  by  a  level  road  over  inclined  roads  may  readily  be 
inferred.  In^explanation  of  the  table  we  purpose  to  give,  it  is  only  ne- 
cessary to  remark,  that  w^e  shall  assume  for  our  horizontal  distance  100 
miles,  and  shall  state  the  distances  corresponding  thereto,  as  computed 
from  the  data  above  given,  for  various  inclinations  from  a  level  to  eight 
degrees." 


Deg. 

Deg. 

Deg. 

Deg. 

Deg. 

Deg. 

Deg. 

Deg. 

Deg. 

Inclinations  expressed  in  de- 
grees. 

0 

1 

2 

3 

4 

5 

6 

7 

8 

Feet. 

Feet. 

Feet. 

Feet. 

Feet. 

Feet. 

Feet. 

Feet. 

Feet. 

Inclinations  in  feet  per  mile. 

92.1 

184.2 

276.3 

368.4 

460.5 

552.6 

644.7 

736.8 

Miles  Miles 

Miles 

Miles 

Miles 

Miles 

Milei! 

miles 

miles 

Equated  distances  computed 
for  ascending  transportation. 

100 

74.1 

58.9 

48.9 

42 

36.4 

32.3 

29 

26.4 

"Hence  it  appears,  that  the  distance  ascending  at  a  grade  of  one  de- 
gree, corresponding  to  100  miles  on  a  horizontal  road,  is  equal  to  74 
miles ;  and  that  the  distance  under  a  grade  of  two  degrees  correspond- 
ing to  the  same  horizontal  distance,  is  58.9  miles  only,  or  59  miles 
nearly." 

"  It  rosy  also  be  observed,  that  the  cost  of  transportation  on  each  of 
these  tabular  distances  will  be  respectively  equal." 

"  In  applying  these  principles  to  roads,  it  must  be  kept  in  mind,  that 
only  one  idalf  the  difference  between  the  horizontal  and  inclined  dis- 
?tances  is  in  betaken  into  the  estimate  :  for  it  is  fair  to  presume  that  the 
ascents  ani  descents  are  respectively  equal  to  each  other,  or  nearly  so. 
Consequently  a  table  for  general  application  in  estimating  equated  dis- 
tances, ani  the  cost  of  transportation  thereon,  must  exhibit  statements 
interraediae  to  those  of  the  preceding  table,  as  follows:" 


Deg. 

Deg. 

Deg. 

Deg. 

Deg. 

Deg. 

Deg. 

Deg. 

Deg. 

Roads  of  vail 

ous  inclinations. 

0 

1 

2 

3 

4 

5 

6 

7 

8 

miles 

miles 

mile? 

miles 

miles 

miles 

miles 

miles 

mil's 

Equated  distsices  computed  for 
ascending  an  descending  trans- 

100 

87.1 

79.5 

74.5 

71.1 

68.3 

66.1 

64.4 

63.3 

39 


Hence  the  equated  distances,  undef  different  inclinations,  corres- 
ponding to  one  mile,  on  a  horizontal  road,  are  as  follows,  viz :  one  mile 
horizontal  =0.  87  under  1  degree  ;=0.  79  under 2  degrees;— 0.  74 un- 
der 3  degrees  ;=0.  71  under  4  degrees,  &c.;  hence,  also,  if  the  dis- 
tance under  the  grade  of  one  degree  be  multiplied  by  1.  148,  that  under 
two  degrees  by  1.  257,  that  under  three  degrees  by  1.  342,  that  under 
four  degrees  by  1.  406,  that  under  five  degrees  by  1.  465,  &c.,  the 
products  resulting  therefrom  will  be  equated  horizontal  distances,  re- 
spectively to  be  substituted  therefor." 

"By  pursuing  this  mode  of  investigation  farther,  and  assuming,  in 
addition  to  the  data  above  stated,  a  few  other  items  connected  there- 
with, viz  :  that  the  attendance,  labour  and  subsistence  of  a  team  of  five 
horses,  inclusive  of  the  wagon,  are  worth  $5  50  per  day,  and  that  the 
daily  distance  through  which  they  can  convey  the  load,  is  20  miles  as 
before  intimated,  we  shall  arrive  at  the  probable  cost  of  transportation 
on  a  horizontal  road,  which  may  be  estimated  as  follows,  viz:  load  for 
five  horses  at  the  rate  of  three-fourths  of  a  ton  for  each  horse,  exclusive 
of  the  weight  of  the  wagon,  3  3-4  tons,  transported  through  the  dis- 
tance of  20  miles  daily,  at  $5  50  per  day,  will  give  per  mile,  for  the 
expense  of  transporting  1  ton,  7  1-3  cents,  or  $7  33  1-3  per  100  miles. 

If  to  this  sum  be  added  for  toll,  2  2-3  cents  per  ton  per  mile,  we 
shall  have  for  the  total  cost  of  transportation,  inclusive  of  interest  on 
the  capital  vested  in  the  construction  of  the  road,  &c.,  10  cents  per  ton 
per  mile  or  $10  per  100  miles." 

<  Table  exhibiting  the  cost  of  transportation  on  various  turnpikes  and  other  roads,  together  with  the 
equated  distances,  corresponding  to  the  customary  charges  for  transportation  thereon.' 


No 


Names  of  places,  or  depots,  between  which  the 
cost  of  transportation  is  estimated. 


"3  UD 


"  »1  (t 
^^'^ 

H  *i  = 

n  S« 
T  3  "a 


"~  2.  cn 

5  "a 


2  ="3 


milef\'lls  cts'dls  ctsldlsctslmiles. 


Baltimore  to  Hagerstown 
Baltimore  to  Frederickstown 
Baltimore  to  Pittsburg 
Baltimore  to  Wheeling 
Philadelphia  to  Pittsburg 
Wheeling  to  Zanesville,  Ohio 
Wheeling  to  Chilicothe,  Ohio 
Wheeling  to  Columbus,  Ohio 
Louisville,  Ky.  to  Nashville,  Tenn, 
Maysville,  Ky.  to  Lexington,  Ky. 
Best  roads  of  E.  Ten.  &  W.  Virginia  generally 
On  any  level  well  paved  road  


71 

45 
250 
270 
287 

80 
150 
137 
160 

64 
100 
100 


00  '44 
75  39 
00  22 
00  22 
44  10 


84 

60.48- 
391.75^ 
447.9 
475.8 
224. 1^ 
392.1 
,447.5^ 
392 


00224 
224 
100 


*  This  item  has  been  added  to  the  table,  in  order  to  show  the  actual  expense  of 
transportatiwi  on  the  best  roads  of  the  country  through  which  the  contemplated 
road  is  to  pass.  It  should,  however,  be  born  in  mind,  not  only  in  reference  ta  aU 
the  roads  leading  in  the  direction  of  the  proposed  road,  but  in  reference  to  the  use. 
hereinafter  to  be  made  of  this  table,  that  the  present  roads  leading  across  the  north- 
ern range  of  mountains  are  utterly  impassable  for  carriages  of  anydiscription  load- 
ed or  unloaded. 


40 


An  inspeclion  of  the  foregoing  table  will  convince  any  one,  that 
our  estimate  as  given  in  statement  No.  12,  is  much  too  liberal  ;  for,  on 
comparing  it  with  statement  No.  1,  it  v/ill  be  seen  that  the  actual  cost 
of  transportation  from  Baltimore  to  Hagerstown,  on  a  route  remarkably 
free  from  hills,  though  far  from  being  horizontal,  very  little  exceeds  that 
estimated  for  a  level  road  ;  and  has  an  equated  distance  exceeding  the 
actual  distance  by  13  miles  only  ;  which  is  not  a  sufficient  allowance 
for  the  inequalities  that  occur  upon  the  route. 

This  convinces  us,  that  if  one-eighth  instead  of  one-tenth  of  the 
load  for  one  horse  upon  a  rail  road,  had  been  assumed  as  the  appropri- 
ate load  for  a  horse  on  a  turnpike  road,  the  estimate  would  have  ap- 
proximated more  nearly  to  the  truth.  Had  we  based  our  calculations 
upon  this  assumption  however,  the  disparity  between  the  actual  and 
equated  distances  would  have  been  much  greater  than  that  exhibited  in 
the  table.  Nevertheless,  when  we  advert  to  the  actual  distances  be- 
tween the  several  points  or  depots  therein  mentioned,  as  stated  in  the 
third  column,  and  compare  these  distances  with  those  stated  in  the  last 
column,  it  would  seem  that  even  more  than  enough  has  been  advanced 
however  short  of  the  truth,  to  show  the  importance,  not  only  of  good 
roads,  but  of  having  them  located  in  a  manner  to  avoid  ascents  as  much 
as  possible,  even  at  the  expense  of  increasing  distances,  and  in  cases 
where  slopes  are  unavoidable,  those  of  the  most  gentle  acclivity  should 
be  preferred.'' 

P.  S.  It  should  moreover  be  remarked  that  the  statements  in  rela- 
tion to  the  roads  from  Wheeling  to  Zanesville,  and  from  Wheeling  to 
Columbus,  as  also  that  from  Maysvillc  to  Lexington,  were  made  in  re- 
ference to  the  common  roads  then  in  use,  the  turnpikes  not  having  been 
contemplated  at  that  time  ;  we  would  also  observe,  that  the  equations 
contained  in  the  last,  or  right  hand  column  of  the  table,  cannot  be  ap- 
plied to  the  Kentucky  and  Virginia  divisions,  for  want  of  any  roads  in 
that  direction  on  which  heavy  transportation  takes  place. 


James  Alexander,  Printer, 
Abingdon,  Va. 


